FR2721987A1 - CONTROL METHOD FOR A TORQUE TRANSMISSION SYSTEM AND TORQUE TRANSMISSION SYSTEM FOR CARRYING OUT SAID METHOD - Google Patents

Abstract

The invention relates more specifically to a method and a device for controlling a torque transmission system, with hydrodynamic converter and clutch for example, placed between the engine and the gear change of a motor vehicle. In one embodiment , the control according to this method acts by an adjusting member (213) and a hydraulic system (209, 210, 211) on a friction clutch (203) located between an internal combustion engine (202) and a gear change ( 204) with manual or automatic control, in particular with continuous variation of the belt or chain type and conical pulleys. Applicable in particular to the automobile industry.

Description

The invention relates to a method for controlling a transmission system.

of torque, a system of

  torque transmission for the implementation of this pro-

  assigned control and a monitoring process for sys-

  torque transmission systems. By the automotive technique, it is known, when it comes to changing the transmission ratio or

  speed, support or automate by an algo-

  control or adjustment rithm the maneuvers of

  clutch and clutch required between a mo-

  and a gear change unit. The aim is thus to facilitate the control of the drive unit or of the gear change unit and to ensure that the disengagement / clutching operation is carried out with the

  maximum maintenance of equipment and minimal consumption

  energy male. Additional assistance may be provided by ordering a torque transmission system

  provided following a gear change unit

  to take charge of or guarantee operations

  adjustments and protective functions, for example in the case of gear changes of the type

  belt or chain and conical pulleys.

  Document WO 94/04852 discloses a pro-

  assigned control for a torque transmission system combined with an automatic gear change. The

  torque transmission system has a ramifica-

  Power produced using a hydraulic torque converter and a friction clutch mounted in parallel with the converter. According to this method, a drive torque, supplied by a drive unit, is broken down into a hydraulic part to be transmitted by the converter and a mechanical part to be transmitted by

  the friction clutch, constituting for example a

  bypass or bypass clutch. A central control or calculation unit determines or calculates the torque to be transmitted each time by the friction clutch according to the speed or instant operating state of the system. The remaining part of the couple, to be transmitted

  by the hydraulic converter, results from the differ-

  between the applied torque and the torque transmitted by the friction clutch and corresponds directly to a slip between the drive and the output of the system

torque transmission.

  This control method is only applicable in combination with an automatic gear change

  and a lockup clutch. However, changes in vi-

  automatic tesses are not widely accepted in many

  many application sectors. In addition, such a clutch

  bridging is expensive and bulky. The purpose of the invention

  tion is to create a control method, for torque transmission systems, which is universally applicable as much as possible, provides high control quality and provides significantly improved behavior at

  with regard to the alternation of charges.

  Another goal is to achieve eco-friendly benefits

  compared to conventional torque transmission systems. It is also a question of creating a torque transmission system for the implementation

of such a control method.

  This is achieved by the fact that a clutch torque, transmissible from a drive side to an output side of a torque transmission system, with or without ramification of the power, is used as a control quantity, which quantity is

  calculated and / or determined based on a couple of

dragging.

  Thus is realized the concept of a slave

  of the couple. The fundamental principle of such a method consists in controlling the adjusting member mainly so that the clutch torque transmissible by the torque transmitting parts is essentially little or less than the drive torque applied to the drive side of the transmission system.

of couple.

  Generally, a torque transmission system should be designed to double or triple the maximum drive torque provided by a mo-

  engine, for example. However, the driving couple

  typical during operation represents only-

  a fraction of the maximum drive torque. The ace-

  torque servicing allows only to produce the coupling actually necessary for the transmission of forces between the torque transmitting parts, instead of overpressure (application against one another of these parts under excessive pressure) high and almost permanent. Another advantage lies in the use of a control method. Unlike a regulation, the application in feedback of variables of the torque transmission system is not compulsory. It is used only for a possible increase in the quality of control, but is not necessary to perform the function of the torque transmission system. The role of such a system is the transmission of couples. It is

  therefore it makes sense to use the clutch torque transmitted-

  sible as a control variable.

  An advantageous mode of implementation of the in-

  vention is characterized in that, being a pro-

  assigned to control a torque transmission system, with or without power branching, which controls the transmissible torque from one drive side to one side

  of the torque transmission system and

  takes a sensor system to read values of

  and a central control or calculation unit in connection with it, the command or control of the transmissible torque by the torque transmission system includes the calculation of the transmissible torque as a function of a drive torque, its adaptation and its order, and deviations from the ideal state

  are offset in the long term by corrections.

  It may also be advantageous to apply a method for controlling a torque transmission system, in particular for motor vehicles, a torque transmission system which is provided downstream of a driving machine on the transmission path of

  forces and upstream and / or downstream of a quick release device

  variable transmission port, transmission system

  which controls the transmissible torque on one side drives-

  lies on an output side of this torque transmission system and includes a control or calculation unit which

  is in communication link of signals with cap-

  teurs and / or other electronic units, process according to

  which the torque transmissible by the transmission system

  torque mission is calculated and controlled in a suitable way

  according to a drive torque and the de-

  viations from the ideal state are compensated for

long term by corrections.

  According to another embodiment, the large

  The orderer can be ordered or controlled, at

  means of an adjusting member to which is provided in advance

  lable a regulating variable functionally dependent on the transmissible clutch torque, so that the

  transmissible clutch torque is always inside

  inside a tolerance band that can be prefixed on either side of a slip limit, which limit is reached when the action of a torque applied on the drive side exceeds the transmissible clutch torque

  by the torque transmitting parties.

  It is possible in particular to carry out the method according to this mode of implementation in the sense that the torque transmissible by a transmission system of

  torque, such as a friction clutch and / or a

  hydrodynamic torque weaver, with or without converter bypass or bypass clutch, and / or a

  starting clutch for automatic gear changes

  ticks and / or a reverse gear clutch and / or a torque transmission system provided upstream or downstream of a continuously variable speed change, such as a continuously variable speed change of the belt type or chain and conical pulleys, is controlled, according to a drive torque, so that,

  in the case of systems with branching of the power

  sance, such as a hydrodynamic torque converter with a converter lockup clutch, the torque transmissible by the clutch is determined according to the torque equation Membco = Kme * Mapp and Mhydro = (1-Kme) * Mapp these two equations being valid for Kme <1 and Membco = Kme * Mapp and Mhydro = 0 which are valid for Kme> 1, o Kme = torque distribution factor Membco = set clutch torque Mapp = applied torque

  Mhydro = torque transmissible by the conver-

hydrodynamic weaver

  and a torque difference, between the couple Mapp applied

  qué by the engine equipment to the torque transmission system and the Membco torque transmissible by the clutch, being transmitted by the hydrodynamic converter, minimal slip between the drive and the output of the

  automatic torque transmission system

  as a function of the torque distribution factor Kme and deviations from the ideal state being adaptively detected, processed and compensated for

long term.

  Another variant of the method according to the invention provides that the control of the transmissible torque by the torque transmission system as a function of a torque

  drive includes, if they are systems without

  mification of the power, such as for example a

  friction clutch and / or a starting clutch and / or a reverse gear clutch and / or a torque transmission system of an automatic gear change or a gear change variable speed

  continuous belt or chain type and pulleys co-

  the determination of the torque transmissible by the friction clutch or the starting clutch according to Membco = Kme * Mapp and, for Kme> 1, a defined overpressure of the parts

  couple transmitters against each other.

  In addition, it may be advantageous if the com-

  control or torque control transmissible by the system

  torque transmission device (3) as a function of a drive torque includes, in the case of systems without ramification of the power, such as for example a friction clutch and / or a clutch start and / or a reverse gear clutch and / or a system

  torque transmission of a gear change

  automatic or continuously variable speed change of the belt or chain type and bevel pulleys

  (610), the determination of the transmissible torque by the

  friction clutch or the starting clutch according to Membco = Kme * Mapp + Mséc and that, for Kme <1, a fictitious ramification of the power by a subordinate control loop simulates the behavior of a hydrodynamic converter mounted in parallel, a part of the transmissible torque being controlled by the torque control and the remaining part of the torque being supplied as a function of the slip by the

  through a safety torque Mséc.

  It may also be advantageous for the safety torque Msec to be adjusted according to each operating point. Likewise, it may be advantageous for the safety torque Msec to be determined and / or controlled by

  functional dependence of the slip An and / or of the po-

  sition d of the throttle valve according to the formula

Mséc = f (An, d).

  Similarly, it may be appropriate to determine and / or order the safety torque Mséc according to the formula

Msec = const. * Year.

  It may also be advantageous if the torque distribution factor Kme is constant over the entire

  transmission operating range.

  Likewise, it may be advantageous if the factor

  of coupke distribution Kme takes an individual value

  dual determined from the instantaneous operating point and / or takes at least in a partial range of the entire operating range a value

  each time constant, the values established in different

  partial range rents may differ.

  The entire operating range can

  thus be advantageously divided into beaches by-

  tials, in each of which the value Kme can be kept constant and the value of Kme, kept constant, which can vary from one partial range to another. It may also be beneficial if the value

  of the torque distribution factor Kme presents a re-

  functional relationship which depends on the speed of rotation

  drive and / or vehicle speed.

  It can be beneficial, in accordance with the

  principles of the invention, that the value of the factor of re-

  torque partition Kme depends only on speed

  of rotation of the engine equipment.

  Likewise, it may be advantageous if the value of the torque distribution factor depends, at least in a partial range of the entire operating range, both on the speed of rotation and on the

engine equipment torque.

  It may also be advantageous for the value of the torque distribution factor Kme to depend on both the drive rotation speed and the torque of

engine equipment.

  It can be advantageous in addition that, essential-

  Lement at any time, a specified set clutch torque is transmitted by the torque transmission system. I1 may be appropriate as the clutch torque

  transmissible is subject to the applied torque.

  This mode of implementation has the advantage that it is not necessary to maintain the pressing

  (application against each other of the parties transmits-

  torque) of the torque transmission system in

  permanence at maximum value. According to the state of the art

  nique, a torque transmission system such as a

  clutch is subjected to forces corresponding to a mul-

tiple of nominal motor torque.

  In the case of a transmission system

  automated torque, the enslavement of the transmitted torque

  As a result, the positioner or the action-

  They not only control opening and closing operations (disengaging and clutching) during

  gear change maneuvers and departure of the vehicle

  runs, but adjusts the transmissible torque at each operating point to a value which corresponds at least

  essentially at the set point.

  So that it is not necessary that the posi-

  actuator or the actuator is permanently active during the enslavement, it may be appropriate that the torque transmissible by the torque transmission system is controlled with an overpressure and that this overpressure is contained in a dispersion band with respect to

the setpoint.

  It may be appropriate for AM overpressure

  depends on the operating point.

  In particular, it may be advantageous for the

  operating range is divided into ranges by-

  and that the maximum pressing and / or overpressing

  be set for each partial range.

  It may also be advantageous, according to another embodiment of the invention, for pressing

  and / or the overpressure and / or the clutch torque transmitted-

  can be controlled in a time-varying manner.

  Likewise, it may be advantageous, within the framework of the principles of the invention, for the transmissible clutch torque to be established not to drop below a minimum value Mmin. This minimum torque may depend on

  operating point and / or operating range-

instant and / or time.

  In addition, it may be advantageous for the asser-

  torque screwing is effected by means of a combination

  birth of a variable and time-dependent servo

  specific to an operating point, and of a mid-value

nimal.

  In accordance with the principles of the invention

  tion, it may be advantageous for an operating point

  or an instantaneous operating state of a torque transmission system and / or an internal combustion engine is fixed according to the variables determined from the measurement signals or calculated, for example in

  dependent on the engine speed and power

  angular position of the throttle valve, as a function of the engine speed and fuel flow, as a function of the engine speed and the vacuum in the intake manifold, as a function of the engine speed engine and injection time or as a function of temperature and / or coefficient of friction and / or slip and / or load lever

  and / or the load lever gradient.

  If it is a torque transmission system combined with an internal combustion engine disposed on the drive side, the drive torque provided by this engine can advantageously be determined from at least one of the variables of the operating point that

  are the engine speed, the angular position

  throttle valve area, fuel flow,

  pressure in the intake manifold, the

jection and temperature.

  Yet another variant of the method provides that the torque Mapp * Kme, applied on the drive side to the torque transmission system, is influenced and / or

  varied according to a dependence taking into account the dyna-

  system mics, which may be due to dynamic behavior due to mass moments of inertia and / or

  free angles and / or damping elements.

  It may be advantageous to provide means to restrict and / or influence the dynamics of the system

in a controlled manner.

  Likewise, it may be advantageous if the dyna-

  system mics to influence Mapp * Kme be realized

  in the form of a gradient limitation.

  The gradient limitation can be implemented

  work in the form of a limitation of an ad increment

missible.

  It may also be advantageous if the limitation

  gradient is achieved by comparing the time variation and / or the time varying rise of a signal with a ramp or a maximum allowed ramp function and, if the maximum allowed increment is exceeded, the replacement of the signal by a substitution signal which is incremented according to a defined ramp

beforehand.

  It may also be advantageous if the influence exerted on or the limitation of the dynamics of the system is designed according to the principle of a dynamic filter and / or variable as a function of time, the characteristic time constants and / or the amplifications being variables

  over time and / or dependent on the operating point

  is lying. The dynamics of the system can be taken into account and / or treated advantageously by a filter

PT1 type.

  It may also be advantageous if the dyna-

  mique of the system is remarkable by a limitation of the maximum, in which case, if a certain limit value is exceeded, this latter represents the set value and that, similarly, the set value

  does not exceed a maximum value represented by the value

their limit.

  In addition, it may be advantageous for at least two means to influence the dynamics of the system, such as a gradient limitation and a filtering stage,

are arranged in series.

  It may also be advantageous that at least two means to influence the dynamics of the system, such as

  that a gradient limitation and a filter are available

in parallel.

  In particular, it is advantageous that the dyna-

  The internal combustion engine and the dynamics of the associated consumers, causing a ramification of the power, are taken into account in the determination of the driving torque Mapp. It is particularly

  advantageous in these cases that the moments of inertia mas-

  if moving masses and / or the elements concerned are used to take account of the dynamics

of the internal combustion engine.

  It may also be advantageous to use and / or be based on the injection behavior of the engine at

  internal combustion to take into account the dyna-

mique of this engine.

  It is also within the framework of the control method according to the invention to compensate for long-term deviations from the ideal state by taking into account the additional consumers and / or the correction and / or compensation for disturbances and / or from sources

disturbances.

  It may be advantageous to detect and / or calculate the torque applied on the input side to the torque transmission system as a difference between the motor torque Mmot and the sum of the absorbed torques or

  bifurcated by ancillary consumers. As a consumer

  auxiliary dies, one can take into account for example the installation of air conditioning and / or the generator and / or servo-pumps and / or pumps for the power steering.

  In accordance with the principles of the invention

  tion, it may be advantageous to determine the value of the motor torque Mmot by using system variables such as the motor rotation speed and the

  angular position of the throttle valve, the speed of ro-

  engine speed and fuel flow, engine speed and intake manifold vacuum, engine speed and time

  injection or engine rotation speed and the

charge.

  It may also be advantageous to determine

  the motor torque Mmot from a charac-

  engine characteristics using system variables.

  Similarly, it may be advantageous to determine

  ner the motor torque Mmot, to call upon variables of the system and to determine this couple by the solution of at least one equation or a system of equation (s). The solution of the equation or system of equation (s) can be done numerically or be found using

  data from a characteristic diagram.

  It can be advantageous in addition to establishing the absorption of torques or the ramification of the power

  produced by secondary consumers from large quantities

  measured values such as voltage and / or

  generator current and / or from input signals

  triggering of the related consumers concerned and / or to

  from other signals indicating the operating state

ment of these consumers.

  It may also be advantageous to determine the absorption of couples by consumers annexed to

  using measured quantities from diagrams

  characteristics of the related consumers in question.

  In accordance with the principles of the invention, it may be appropriate that the corrected transmissible clutch torque is determined according to the torque equation Membco = Kme * (Mapp - Mcor) + Mséc and that the corrector torque Mcor results from a correction value which depends on the sum of the couples absorbed

  by ancillary devices or bifurcated couples.

  It may be advantageous in addition to operating a disturbance correction having effects on

  measurable input quantities of the system.

  It can be advantageous in particular, within the framework of the method according to the invention, that quantities

  measurable disturbances are detected and / or identified

* trusted and at least partially offset and / or corrected

  managed by an adaptation of parameter (s) and / or by an adaptation of the system. It may also be advantageous to use measurable input quantities of the system to identify disturbing quantities and / or to correct and / or compensate them at least partially by an adaptation of parameter (s) and / or an adaptation

of the system.

  To identify a disturbing quantity

  and / or to correct and / or compensate it at least by-

  With the help of an adaptation of parameter (s) and / or an adaptation of the system, it is possible to use

  input variables of the system, such as for example

  peratures, rotational speeds, the coefficient of

  friction and / or sliding as quantities.

  It can especially be advantageous, for the implementation of the method, to carry out a compensation and / or a correction of disturbing quantities measurable by

  adaptation of the engine characteristics network.

  It is perfectly possible, in these cases, to observe or record a disturbing quantity which is not necessarily in causal relation to the

  network of engine characteristics, although a corrected

  tion of this corrective quantity by an adaptation of this network could be advantageous. In this case,

  corrects or does not compensate for the cause of the greatness

  turbator. In addition, it may be advantageous that from a comparison between the set clutch torque

  and the actual clutch torque, we produce a

  correction characteristic and one determines, or one has the possibility of determining a correction value for

  the operating point concerned, a value which is

  additive and / or multiplicative hoeing with the va-

  their of the engine torque obtained from the charac-

engine specifications.

  In addition, it can be particularly suitable for

  asked to trigger analyzes and / or actions on the

  basis of a deviation observed at a point of operation-

  ment, to calculate and / or determine deviations and / or

  correction values at other function points-

  the entire operating range.

  It may also be advantageous to trigger

  analyzes and / or actions, based on a deviation

  tion found at an operating point, to calculate and / or determine deviations and / or correction values at other operating points within a limited operating range. It may be advantageous, for the implementation of the method, that the ranges of

  limited operation are set according to the di-

  characteristic gram or network of characteristics.

  An advantageous mode of implementation of the method

  of the invention can be characterized in that the ana-

  lyses and / or actions to determine and / or calculate deviations and correction values in the other operating points take into account all or

  a limited part of the operating range.

  In addition, it may be advantageous for the ana-

  lyses and / or actions to calculate deviations and correction values at other operating points only cover partial ranges around the current operating point. In particular, it may be advantageous for the analyzes and / or actions to determine

  and / or calculate deviations and / or cor-

  rection in the other operating points are operated using weighting factors assigning different values or weights to different parts

  of the entire operating range.

  It may be advantageous to choose and / or calculate the weighting factors according to the operating point. It may also be advantageous for

  weighting factors depend on the nature of the large

  disturbing factors and / or the cause of the disturbance

  tion. In addition, it may be advantageous in particular for a behavior over time to be printed at the correction value after the determination of this value and / or after the weighting of the characteristic correction diagram. This temporal behavior can take into account

  dynamic behavior of the system for example.

  It may be advantageous if the behavior over time is determined by a clock frequency of a sampling of the correction value and / or that

  this behavior is fixed by at least one digital filter

risk and / or analog.

  It may be advantageous in particular, when implementing the invention, to vary the temporal behavior for different disturbing quantities and / or different sources of disturbances, that is to say, in the case of the use of a appropriate filter, to adjust the filter parameters according to the nature of the source of disturbance. The time constants and the amplifications of the filters are thus adapted to the

  sources of disturbance in question, this in order to guarantee

  shooting an optimal adaptation as much as possible.

  It may be advantageous to choose the

  time based on the value of the corrections.

  In particular, it may be advantageous to adapt the

  drive torque by a suitable adaptation process

  sant a time constant longer or shorter than the time constant of the clutch torque adaptation process. It is advantageous for the time constant to be in a range from 1 second to 500 seconds, but it is preferably to be in the range from 10 seconds to 60 seconds, and in particular,

  preferably within 20 seconds to 40 seconds

condes.

  It may be appropriate, according to another va-

  implementation, that the time constant depends on the operating point and / or that the constant

  time is chosen and / or set differently differently

  operating ranges. It can be beneficial

  in addition to a large compensation and / or correction

  measurable disturbance is operated by adapting the reverse transfer function of a unit of

  transmission or transfer with regulating member.

  According to another advantageous variant of implementation

  work of the process, disturbing quantities measured

  indirectly, such as, in particular, the aging and dispersion of different parts of the torque transmission system, are detected because some characteristic quantities of the torque system

  torque transmission are monitored and that in operation

  tion of this monitoring, the parameters actually disturbed are detected as corrected, and / or that sources of virtual disturbances, capable of being switched on and having the form of program modules, are used to correct and / or compensate for the influence of

disturbing quantities.

  It may be advantageous if disturbances due to non-measurable influence quantities, such as

  that the dispersion between different rooms or the old

  smoothing, are detected and / or compensated by

  viations of system variables. In addition, it can be

  advantageous than disturbances, such as

  aging or other magnitudes of information

  fluence not measurable, are not detected from measurable input quantities, but are only

  detected by observing system reactions.

  Likewise, it may be advantageous for deviations

  system variables, or variables and / or ob-

  system reaction servations, be measured di-

  correctly and / or calculated from other measured quantities

  sure in a process model. It may also be advantageous to recognize deviations from

  from process models calculated using diag-

  characteristic grams of reference and / or quantities

  unique reference characteristics of the system.

  Another advantageous improvement of the invention provides that, in order to correct and / or compensate for a noted disturbance originating from non-measurable input quantities, a source of disturbances is located and / or a source of disturbances is fixed and corrected

  and / or compensates for deviations from these sources of disturbance

  bations. In addition, to correct and / or compensate for a disturbance, it may be appropriate to determine a

  fictitious source of disturbance, which is not compulsory

  the causal source of the disturbance, source

  on which the detected deviation is corrected.

  The determined source of disturbance is

  tagging a functional block actually present, but it can also be a virtual disturbance model,

  in which case the corrective action is maintained.

  According to an improvement of the invention, the al-

  The actual clutch torque over time is monitored.

  read and analyzed to see if any information can

  be provided on the nature of the defect and / or acknowledge it

  source of disturbance and / or location

source of disturbance.

  It may be advantageous to make the correction

  permanently adaptive to the disturbing quantity.

  Another advantageous mode of implementation pre-

  sees that the adaptive correction of the disturbed quantities

  is only operated at operating points.

  determined and / or operating ranges and / or

  specific time ranges.

  It may also be advantageous if the adapta-

  tion is also active when the command is inactive. The term "inactive" can mean here that the command does not indicate, or does not cause or exercise any activity at the level of the regulating member, for example due to the selection or the presence at this time.

  an operating range in which a servo

  Torque is not performed, but a fixed value is established. Parameters can be adapted within this operating range without any

active command takes place.

  It may also be advantageous if the adaptation is not carried out within operating ranges

  or special plans, especially during high access

  leration. It may be appropriate to use, in the operating ranges where the adaptation is inactive,

  the correction values of the set control variables

  blies within operating ranges, determined pre-

  cedent, where adaptation is active. For this purpose, it may also be appropriate that the values previously established for an adaptation are stored in an intermediate memory and that they can be called

  in situations where adaptation is disabled.

  For another mode of implementation of the in-

  Note, it may be appropriate to apply, in the operating ranges where the adaptation is inactive, the correction values of the disturbing quantities which are extrapolated from the correction values in the operating ranges, determined previously, o

adaptation is active.

  In accordance with another process according to the

  vention, it may be appropriate to adapt virtual disturbance models and / or virtual disturbing quantities for the domain of the engine torque and / or for the domain of the net engine torque, after taking into account additional consumers, and / or for the clutch torque of

instructions.

  It may also be advantageous if the function

  tion of reverse transfer of the transmission unit, with adjuster, either used or applied in

  as a source of virtual disturbance.

  It may also be appropriate to use the engine specification network as a source of

virtual disturbances.

  It is advantageous in particular to use sources of virtual disturbances to define disturbing quantities whose original causes cannot be located, such as for example dispersions at the level of manufacturing tolerances of the different parts. Another object of the invention is a control method for a torque transmission system, with or without branching of the power, which is characterized

  in that a clutch torque transmissible from one side

  drag at one output side of the torque transmission system is used as a control variable and this control variable is controlled by means of a device

  adjustment to which a large amount of

  adjustment time functionally dependent on the torque em-

  transmissible clutch, so that the transmissible clutch torque is always inside a tolerance band which can be prefixed on both sides and

  other than the skating limit, this skating limit

  stroke reached exactly when the action of a torque applied on the drive side exceeds the clutch torque

  transmissible by the torque transmitting parts.

  It may also be advantageous to apply beforehand to the adjusting member, as a regulating variable, a value corresponding to the clutch torque transmissible between the torque transmitting parts.

  of the torque transmission system.

  Another adequate development of the invention

  tion provides that the adjusting variable is determined as a function of a transmissible clutch torque and that, in order to calculate this transmissible clutch torque, the difference is established between a value of drive torque and a corrective quantity, this corrective quantity

  being increased or reduced as a function of at least one

  reliable torque transmission system.

  It may also be appropriate to determine the large

  corrective factor according to a differential speed of rotation called sliding speed of rotation

  between a drive speed and a speed

  output rotation size, the corrective quantity

  being increased as long as the sliding speed is in-

  lower than a sliding speed limit, which can be prefixed, and the corrective quantity being reduced as much

  that the sliding speed is higher than this

  their slip limit, or to another limit value

  slip which can be prefixed.

  It may also be advantageous if the corrective quantity is increased incrementally as long as the

  sliding rotation speed is less than the

  their slip limit mentioned first, and that the corrective quantity is reduced in stages as long as the slip rotation speed is greater than

  either slip limit value, the diff-

  different stages being separated by adjustable duration holding phases, within which the corrective quantity is kept constant at the established value

  each time at the start of the maintenance phase.

  It can also be beneficial that times

  in which the drive rotation speed

  changes the output rotation speed from a defined sliding speed are detected as sliding phases and the corrective quantity is reduced to

  a value defined after the end of each sliding phase

sement.

  An advantageous mode of implementation of the in-

  vention provides that times in which the drive speed exceeds the output speed by a defined slip speed are detected

  as sliding phases and that the corrected quantity

  at which the sliding speed takes its maximum value is stored in an intermediate memory, the current corrective quantity being replaced by the corrective quantity stored after the end of each phase

slip.

  It may also be advantageous for the corrective quantity to be kept constant, for a period which can be fixed, at the value which it presents after the end of each sliding phase. According to another embodiment of the invention, it can be advantageous

  to apply beforehand to the regulating member a

  their reference according to a characteristic diagram

  tick or a characteristic which covers the range of all possible transmissible clutch torques and has at least one partial range within which

  only a reference value for the regulatory body

  slip is coordinated with all the clutch clutch torques

missiles.

  It can be advantageous in addition than for

  With the transmissible clutch torque, a difference is formed between a drive torque value and

  corrective magnitude and let this difference be ma-

  with a torque value depending on the slip.

  According to another mode of implementation before-

  geux of the invention, it may be favorable that the rise of the actual clutch torque is limited, in the form

  a gradient limitation, because the value ac-

  torque of the transmissible clutch torque is compared

  each time with a comparison torque value, the-

  which is composed of a value of transmissible clutch torque determined beforehand and of an additive limiting value, which can be fixed, and that, according to the result of this comparison, the smallest value of torque is each time applied beforehand

  as a new reference value to the auditors

glage.

  In particular, it may be advantageous

  variable sizes of an internal combustion engine located on the drive side of the torque transmission system, such as the engine speed, the angular position of the throttle valve and / or the pressure

  are detected and that the driving torque

  provided by this engine is determined from

  these variables by means of characteristics or di-

  stored characteristic grams. The invention also provides for possible ramifications of the power

  located between the drive and the transmission system

  torque is monitored at least in part and / or at least intermittently and the measured quantities thus obtained are used to calculate the torque

  drive actually applied to the drive side-

  torque transmission system.

  It may be advantageous for part of the couple

  corresponding to a coefficient of proportion

  function is used each time to calculate the transmissible clutch torque and this coefficient is

  each time determined using characteristic diagrams

  stored ticks or characteristics.

  It may also be appropriate, in the case of torque transmission systems without branching of power, that such branching is simulated by

  a subordinate control program.

  In accordance with the principles of the invention, it

  it may be advantageous if several disturbing quantities

  measurable things, such as temperatures

  and / or rotational speeds in particular, are

  tected and at least partially offset by a

  adaptation of parameter (s) and / or adaptation of the system

  teme. Adequate development requires that

  disturbing quantities indirectly measurable of the pro-

  assigned control, such as, in particular, the old-

  smoothing and dispersion of different parts of the system

  torque transmission system, are detected due to the fact that some variables of the torque transmission system

  are monitored and that based on that monitoring

  launches, the parameters actually disturbed are

  damaged and corrected and / or only sources of virtual disturbances likely to be switched on, under the

  form of program modules, are used to corri-

  manage and / or compensate for the influence of disturbing quantities

trices.

  It may be advantageous to ensure that a first engagement of the clutch is only made

  possible after verification of a legitimation of a user

  reader. It may also be advantageous for a user display to be ordered, depending on the state of the

  control process or method, so that a re-

  gearshift command is provided to the user. This recommendation can be provided optically by the visual, but also from another

  way, acoustically for example.

  I1 can be advantageous in addition that stop phases, in particular of a vehicle, are detected

  by monitoring significant quantities relates

  relating to operation, such as the position of the accelerator and / or a control linkage and / or the number of revolutions indicated by the tachometer and that, if a defined duration is exceeded, the power unit

  be stopped and restarted if necessary.

  It may also be advantageous for operating phases of the torque transmission system in

  which the charge is minimal or zero, are detected

  tees as idle phases and that, inside

  After these idling phases, the clutch is opened or disengaged and, after the end of an idling phase, is closed or re-engaged. The end of the idling phase can be carried out or recognized by

  example by a detected change in the position of the

  load and / or load lever gradient.

  According to another implementation of the invention,

  the ordering process is applicable to support the ac-

  tion of an anti-lock system, so that the clutch is completely disengaged when the anti-lock system comes into action. It may also be advantageous for the organ

* adjustment is controlled, within operating ranges-

  determined, according to indications provided by a

traction control.

  The invention does not relate only to

  method described in the above for ordering a system

  torque transmission, but also, in particular

  link, to a torque transmission system for transmitting torques from a drive side to an output side, with arrangement of a thermal machine, such as a motor, on the drive side and arrangement of a gear change on the outlet side, the system

  torque transmission comprising a clutch, an or-

  adjustment gane and control device.

  The invention further relates to a torque transmission system capable of being controlled by the

  means of the process described above and used for trans-

  putting torques on a drive side to an output side, a torque transmission system which is arranged on the force transmission path on the output side of a drive unit, such as an internal combustion engine , as well as on the transmission path

  forces of a gear ratio device will

  reliable, upstream or downstream of this device, which is

  characterized in that it comprises a clutch and / or a torque converter with a bypass clutch

  or bypass and / or a starting clutch and / or an em-

  reversing clutch and / or safety clutch

  rite limiting the transmissible torque, a re-

glage and a control unit.

  With regard to this aspect of the invention, it may be advantageous in particular for the clutch to be of automatic adjustment or of automatic take-up.

Game.

  Likewise, it may be advantageous for the em-

  clutch ensures catching up or compensating itself

  tion of wear, for example friction linings.

  In accordance with the principles of the invention, it

  may be advantageous, for its implementation, that the system

  Torque transmission unit comprises, for transmitting torques from a drive side to an output side,

  a clutch, an adjuster and a control device

  clutch, the clutch being functionally connected to the gear-

  adjustment gane by a hydraulic line containing

  nant a slave cylinder coordinated to the clutch and

  the adjusting member being controlled by the

  order. We get an additional advantage if we

  uses an adjustment device comprising an electric motor

  stick which acts by means of an eccentric on a hydraulic master cylinder connected to the hydraulic pipe connected to the clutch, as well as a clutch stroke sensor placed in the

housing of the adjusting member.

  To obtain a space-saving and flexible solution as to the arrangement of the device according to the invention, it is advantageous for the electric motor, the eccentric, the emitting cylinder, the stroke sensor

  clutch and control electronics and power-

  required are placed inside a housing

of the adjusting member.

  It may also be advantageous for the axes of the

  electric motor and master cylinder are parallel

  the the. It is in particular advantageous that the axes of the

  electric motor and master cylinder are available

  se, parallel to each other, in two different planes and

  that this engine and this cylinder are in functional link-

  through the eccentric.

  It may also be advantageous for the axis of the

  electric motor is parallel to a defined plane essen-

  by the control electronics board

and power.

  According to an improvement of the

  torque transmission according to the invention, the function

  ment of this system can be optimized by a spring

  dosed centered on the axis of the master cylinder in

  the housing of the adjusting member.

  I1 can be advantageous in addition that a spring is placed concentrically with the axis of the emitting cylinder

in the body of this cylinder.

  For the operation of the device according to

  the invention, it may be advantageous for the spring to be

  sedes a characteristic of flexibility granted ma-

  that the maximum force to be exerted by the electric motor

  block to disengage and engage the clutch is approximately equal in size in the direction of

  traction and in the direction of compression (thrust).

  In addition, it may be advantageous to design the characteristic of flexibility of the spring so that the resultant shape of the forces acting on the clutch is linearized on the operations of disengaging and engaging the clutch. This enhancement minimizes the need for power, and therefore

  the size of the electric motor used. The forces required

  clutch disengages are decisive for the dimension-

  ment of the electric motor to be used since this operation

  tion requires larger forces than those

  when the clutch is engaged. Therefore, when a spring is provided to support the declutching,

  * 5 the electric motor may have a lower power-

  sance. It is not necessary to provide additional space for the spring when it is placed

  inside the piston of the master cylinder.

  It may also be advantageous if the engine

  electric acts through its output shaft and through the

  medial of a worm on a segmented wheel on which is arranged a thrust crank functionally connected to the piston of the emitting cylinder by means of a piston rod, so that tensile and compressive forces or from

thrust are transmissible.

  Similarly, it may be advantageous for the worm and the segment wheel to form a mechanism

self-locking.

  The invention does not, however, relate alone-

  the method described above for controlling a

  torque transmission system, as well as such a system

  transmission theme itself, it also includes a monitoring method for a transmission system

  torque with a gear shift with ma-

  method, which is characterized in that it comprises the detection, by means of a sensor system, of positions

  interest of a change of life control lever

  tesse and a drive torque of a drive unit provided on the drive side, the recording each time at least one corresponding control lever signal and at least one comparison signal, the recognition of different possible characteristics d of these

  signals, such as the recognition of a different

  and their identification as an intention to

  perform a gear change maneuver, as well as the subsequent delivery of a signal of intent to

  gear change maneuver to a shift system

  i5 clutch demand provided after.

  With regard to this aspect of the invention, it may be advantageous that at least one signal shape

  lever is operated for the purpose of recon-

  birth of the gear or speed concerned,

  which is used to identify an intention to change.

  The monitoring process informs about the report

  port or speed engaged at this time and this information

  can be used to determine the comparison signal.

  A process is thus obtained by which a

  possible intention to change the speed of a user

  sator is recognized very quickly and securely, without requiring a specific sensor. It should be noted at

  In this regard, a maximum automated torque transmission system needs very early information.

  tive to a possible intention of change so that the

  declutching is carried out in good time.

  It may be advantageous for a control lever signal and a comparison signal to be used so that crossing points of the shapes or curves of these signals are recognized and that a signal

  change intention is then issued to a system

  clutch control valve provided downstream. If only two signal patterns are examined or evaluated for the possible presence of crossing points to recognize an intention to change gear, it is no longer necessary to provide software

or expensive equipment.

  It may be advantageous, according to the invention, for the gear change to have a selection path

  between slides or corridors and a com-

  inside the corridors, one and / or the other of

  these paths can be detected for the purpose of determining

  nation of the position of interest of the control lever.

  ! 5 An additional sensor system is also not

  no longer necessary for the formation of the comparison signal

  sound since the only input quantity, namely the

  drive torque, is usually already determined.

  Because the comparison signal is formed from a filtered signal, which is increased and / or decreased by one

  constant value and an offset signal, it is

  significantly guaranteed that the signal from the control lever

  and the comparison signal cross only when

  that there is an intention to change gears

vement.

  According to an advantageous development, the presence of an intention to change speed is detected, during the exploitation of the two signal paces, that is to say of the control lever signal and of the signal.

  comparison, when a crossing point is

  tecté, with verification of the intention to change at

  using a change intention counter. This comp-

  guarantees that a defined time interval separates the

  recognition of the intention to change and the trans-

  mission of the signal of intention to change, because

  that it is checked if a change of life maneuver

  tesse is actually primed. The transmission system

  torque is thus effectively protected against

wrong trigger.

  To form a filtered signal, the control lever signal is filtered with an adjustable delay time. It may especially be advantageous if the control lever signal can be processed, with a view to forming the filtered signal, by a PT1 behavior filter. It may also be advantageous for the control lever signal to be monitored and for a variation of the control path within a defined partial area of the control lever path to be exploited, each time within '' a measurement period that can

  be fixed, so that when decreasing beyond

  below a threshold for variation of the control path, threshold which can be fixed, a signal of intention to change

  is transmitted to devices provided below.

  The control lever signal, used to determine the intention to change and which is in turn retransmitted, can be tuned, using filters

  individually adjustable and applicable only

  versally by filtering parameters, so that the most diverse torque transmission systems can be monitored by the same method. he

  it is advantageous for the measurement period to be fixed

  lastly that it is always much longer than a half period of oscillation, or much greater than a half amplitude of oscillation or vibration of the

  control lever not operated during travel.

  It may be appropriate for the defined partial zone of the path of the control lever to be outside the path zones of this lever within which the non-operated control lever moves.

during the walk.

  For the implementation of the method according to the

  It is generally necessary to establish an average over several periods of oscillation of the control lever, so that the duration of the measurement period can be fixed as a function of averaging.

  periods of oscillation of this lever.

  According to an advantageous improvement, it can be determined whether the control lever oscillates freely

  while walking or if this lever exhibits a behavior

  ment of oscillation changed compared to a free oscillation, in particular because the hand is placed on it, and the formation of the average to determine the duration of

  ! 5 the measurement period can be carried out according to the results

states of this surveillance.

  It can be beneficial, according to a

  another mode of implementing the invention, determining

  ner the direction of movement of the control lever and, if this direction of movement is reversed, to issue a control signal to the change intention counter and / or to cancel a signal of intention to change

possible change.

  The direction of movement of the control lever

  is thus observed in addition and, if an inversion occurs

  direction, a signal of intention to change-

  which had been issued due to oscillations or

  vibrations of the control lever, is canceled.

  It may also be advantageous to choose the

  constant value for the formation of the comparison signal

  sound as a function of the amplitude of oscillation, which is typical for operation, of the control lever

  not operated by the torque transmission system.

  Likewise, it may be advantageous if the delay time with which the filtered signal is formed, is

  tuned to the oscillation frequency of the control lever

  not operated during walking.

  According to the invention, it can be advantageous, in particular for a control method, that the load to which the drive is subjected is monitored and that, in the event of exceeding a load that can be fixed, a control signal is transmitted to the meter

  change intentions. This will prevent the

  clutch or inadvertent engagement of the clutch when the torque applied on the engine side is increased. It may also be advantageous for the offset signal to be adjusted as a function of the instantaneous angular position of the throttle valve of a thermal engine used as

motor unit.

  In accordance with the principles of the invention, the control path and the path for selecting the control lever should each be detected by a potentiometer. It can also be beneficial if

  the command path and / or the path for selecting the

  control panel is detected by a control potentiometer

  deny that the gear or gear engaged at that time can

  be recognized by this potentiometer.

  However, the invention does not concern only-

  the processes described in the foregoing for com-

  order a torque transmission system, but

  also takes such procedures to order a

  torque transmission system comprising a device

  tif to command or control this system, which is arranged on the transmission path of the forces of a power unit, downstream of this unit, as well as on the transmission path of the forces of a device with variable transmission ratio, in upstream or downstream of this device, which is provided with a winding means which transmits a torque from a first means to a second means, the first means being in functional connection

  with a gearshift input shaft and the

  medium cond being in functional connection with a tree

  gear change output, the winding means

  ment being frictionally connected to the first and second means by a pressing or a tension, the pressing or the tension of the winding means being controlled according to the operating point, process which is characterized

  in that the torque transmission system is

  mandated with torque control, the transmitted torque

  sible being dimensioned so that at each operating point, the winding means of the device with variable transmission ratio cannot begin to slip. This means that the slip limit of the torque transmission system is controlled, at each operating point, so that the limit

  of the winding means is always higher than

  and that, in case the applied torque is too

  high, the torque transmission system always starts

  days to skate before the winding medium does not

tine.

  It may also be advantageous if the pres-

  wise or the tension of the winding means is determined and adjusted at each operating point, according to the motor torque applied and / or the ramification of power for additional consumers, with the provision of an additional safety margin, the torque transmissible by the torque transmission system being controlled

  depending on the operating point and the transmitted torque-

  sible by this system causing, in the event of torque fluctuations, a slip of the transmission system

  torque before the slip limit of the winding means

is not reached.

  In particular, the limit of pa-

  the torque transmission system is less

  lower, or can be controlled to be lower, at each operating point, than the slip limit

  of the winding means of the transfer ratio device

variable mission.

  In accordance with the principles of the invention, it may be advantageous in addition to the torque transmission system, by its slip limit depending on the

  operating point, isolates and / or dampens, on the

  drag or output side, fluctuations and to-

  torque blows and especially protects the winding means against slipping. Protection is thus obtained,

  in the cases described, against the slip of the drive means

  bearing, which could lead to the destruction of this means and, consequently, the failure of the gear change. According to the invention, it is necessary to control the pressing or the tension of the winding means according to the operating point and to take into account, in addition to the applied torque, a safety reserve which, due to the control of the torque transmissible by the torque transmission system, can be approached by this transmissible torque and / or adapted to it. The adaptation of the safety torque can then be carried out in such a way that the safety reserve remains lower than that provided according to

the state of the art.

  It may be particularly advantageous that the safety reserve for pressing or tension is as low as possible due to the protection

  against skating caused by the transmission system

torque.

  The torque transmission system should especially slip or slip briefly in the event of

  of torque peaks. So can be amortized or wire-

  very, on the drive side or on the output side, torque jolts which can occur in extreme walking situations and which could damage or destroy

the winding means.

  The invention relates not only to the methods described above, but also to a device, such as for example a variable transmission ratio device, which is controlled by means of the methods described

  in the above, the transmission ratio device-

  variable sion can be constituted by a change of

  continuously variable speed. It can be particular-

  advantageous that this transmission ratio device

  variable sion or a variable speed change

  continuous belt or chain type and pulleys co-

  picnics. It may be particularly advantageous if the

  torque transmission system, part of the

  positive, either a friction clutch, a bypass clutch or a torque converter bypass, a

  reversing clutch or safety clutch

  rite. The clutch can be of the dry running type or the wet type. It may also be appropriate to provide an adjustment member for controlling or controlling the transmissible torque, which member is itself controlled by

  electric and / or hydraulic and / or mechanical and / or tire-

  matic, or by a combination of these control channels.

  The invention relates not only to pro-

  previously described, but also, in particular, to

  a device comprising at least one sensor for detecting

  ter the transmission ratio or speed engaged at this mo-

  ment of a speed change, in which case a central computing unit processes the signals coming from the sensor (s) and calculates the input rotational speed of the speed change. For this calculation, it is necessary

  in addition to taking into account other transmission reports-

  sion, like those of a differential, existing in the transmission. It may be beneficial to average

  recorded wheel rotation speeds and determin

  ner or calculate the speed of rotation at the input of the speed change from the signal thus obtained and representing the average, using the ratio used for this

* time in gear change and other reports

  existing ports in the transmission.

  It is advantageous to use one to four cap-

  ters to determine the speed of rotation of the wheels;

  it is particularly advantageous to use 2 or 4 cap-

teurs.

  The device is partially feasible

  particularly advantageous in case the sensors for

  tecting the rotational speeds of the wheels are in L5 signal communication link with an anti-lock system

  or are part of an anti-lock system.

  Other features and advantages of the

  vention will emerge more clearly from the description

  which will follow from several nonlimiting exemplary embodiments, as well as from the appended drawings, in which: FIG. 1a is a functional diagram of a torque transmission system with branching of the power; - Figure lb is a block diagram of a torque transmission system without ramification of the

  power, in which a ramification of power

  tive is simulated by a subordinate control program; FIGS. 2a to 2e are schematic representations of different physical properties of a torque transmission system as a function of the torque distribution factor Kme, FIG. 2a showing more specifically the acoustics, FIG. 2b the thermal stress, the FIG. 2c the tractive effort, FIG. 2d the fuel consumption and FIG. 2e the behavior with respect to alternating loads as a function of Kme;

  - Figure 3 is a block diagram or trans-

  signal mission of a control process with adapta-

tion;

  - Figure 4 is a block diagram or trans-

  signal mission of a control process with adapta-

  tion according to another mode of implementation; - Figures 5a to 5c illustrate the influences of disturbing quantities on the temporal development of the couple, Figure 5a relates more exactly to an additive disturbance caused for example by auxiliary devices, Figure 5b to disturbances

  multiplicatives and figure 5c at perturbed quantities

! 5 additive trices;

  - Figure 6 shows a character diagram

  corrective torque of the engine torque as a function of the engine torque and the speed of rotation;

  - Figure 6a shows schematically a division

  sion of a characteristic diagram; - Figure 6b schematically shows another division of a characteristic diagram; - Figure 7 is a flow diagram of a control method with adaptation; - Figure 8 is a block diagram of a control method with adaptation; - Figure 9 is a flowchart of a control method with adaptation;

  - Figure 10 is a representation of main-

  body of a vehicle comprising a torque transmission system; - Figure lla is a longitudinal section

  of a control unit unit of a transmission system

  torque torque; - Figure 11b is a cross section of this unit, taken along line III-III of Figure 11a; FIG. 12a is a longitudinal section of a unit for regulating a torque transmission system according to an alternative embodiment; - Figure 12b is a cross section of this unit, taken along the line IV-IV of Figure 12a; - Figure 13 is a force diagram relating to the behavior of the adjusting member;

  - Figure 14 is a diagram for the determination-

  mination of a clutch torque; - Figure 15 is a characteristic diagram Dour determining reference information provided to the adjusting member; - Figures 15a to 15e each show a

  diagram of the reference information provided to the

  adjustment gane as a function of time; - Figure 16 shows a diagram for selecting a gear change with manual control; FIG. 17 is a diagram showing signals for recognizing an intention to change speed; FIG. 18 is a diagram showing signals for the formation of a comparison signal;

  - Figure 19 is another diagram of si-

  to recognize an intention to change life

  tesse; - Figure 20 is a signal diagram for verifying the recognition of an intention to change speed; - Figure 21 is a block diagram of a

  electro-hy- torque control system

hydraulics;

  - Figure 22 shows a characteristic curve

  ristics relating to a clutch;

  - Figure 23 is a block diagram showing

  bearing to the torque transmission system; - Figures 24 to 27 show patterns of signals as a function of time;

  - Figure 28 shows a characteristic curve

  ristics with adaptation of support points; - Figure 29a schematically shows a

  gear change combined with a transmission system

  torque demand on the input side; and

  - Figure 29b is an ana-

  but with a torque transmission system

  side of the gear change output.

  Figures 1a and 1b each show diagrammatically

  part of the transmission of a vehicle,

  in which a drive torque provided by a mo-

  tor 1, having a mass moment of inertia 2, is trans-

  set to a torque transmission system 3. The torque transmissible by this system 3 can be received, for example, by a component or a part provided below and which will not be described in more detail, for example by

  the input part of a gear change.

  The figure shows schematically a torque transmission system 3 with a branching of the power, produced for example by a Fôttinger torque transformer or a hydrodynamic converter of

  torque 3a mounted in parallel with a bypass clutch

  tion or bridging 3b of the converter on the force transmission path. A control device, not shown in this figure, controls the torque transmission device 3 so that at least in

  some operating zones or ranges, the torque ap-

  plicated is transmitted only by the hy converter

  drodynamic 3a or the Fottinger torque transformer, only by the converter lockup clutch 3b, or by the torque transmitting devices 3a,

3b in parallel.

  In some operating ranges, a re-

  controlled partition of the transmissible torque between the

  torque transmitting devices 3a, 3b mounted in parallel

  can be desirable and can be done by advising

  quence, with the possibility of adapting the ratio of

  torques transmitted respectively by the clutch

  stage 3b and the hydrodynamic converter 3a, for example, to the specific needs of the different ranges

Operating.

  FIG. 1b schematically represents a system

  Torque transmission without ramification of power. Such a system 3 can be formed for example by a clutch, such as a friction clutch and / or a

  reverse gear clutch and / or a shift clutch

  hand and / or a safety clutch. A training program

  subordinate command simulates or reproduces in this case a

  fictitious power change and controls the system

  torque transmission accordingly.

  Schematic representations or diagrams

  of FIGS. 1a and 1b of part of a trans-

  mission comprising a torque transmission system 3, with or without branching of the power, a system which is arranged in the transmission on the force transmission path, are only examples of arrangements or possible embodiments of systems

torque transmission.

  System arrangements are also possible.

  torque transmission systems in which such a system

  teme is placed before or after the determining component (s)

  undermining the transmission ratio of a change of life

  tesse. This is how, for example, a system of trans-

  torque mission, such as a clutch, can be arranged

  upstream or downstream of the drive a change in speed

  continuously variable belt or chain type

and conical pulleys.

  Likewise, a continuously variable speed change, such as a change of belt or chain and bevel pulleys, can be carried out with a torque transmission system placed on the drive side and / or the output side. Systems with power branching

  according to FIG. 1 a, comprising for example a convert

  hydrodynamic generator 3a and a lockup clutch 3b,

  can be controlled or controlled by means of a pro-

  transfer of control according to the invention, so that the torque transmissible by each of the components mounted in

  parallel, such as the converter 3a and / or the em-

  lock-up clutch 3b, can be controlled or controlled.

  As a general rule, the torque to be transmitted by one of these two components mounted in parallel will be controlled, while the torque transmissible by the component of the torque transmission system mounted in parallel with

  he adjusts or establishes himself.

  In the case of transmission systems

  couple comprising more than two components mounted in pa-

  parallel, the number of components being designated by N, it is generally necessary to command or control

  the torques transmissible by N-1 components - including each

  cun itself constitutes a transmission system - and the transmissible torque of the N-th component is then adjusted automatically. In the case of systems without ramification of the power, as for example in the case of a friction clutch, the transmissible torque can be controlled by

  a control loop subordinate to the command, ma-

  Finally, the control simulates a system with a fictitious ramification of power. With the aid of such a command, the friction clutch 3c can be controlled for example on the basis of a set value which is less than 100% of the transmissible torque. The difference between the torque value set in this way and the 100% of the total transmissible torque is controlled by means of the command using a 3d safety torque which depends on the slip. Thus, firstly, the friction clutch is not engaged under a higher pressing force than

  that necessary for the couple to be transmitted; second-

  ment, due to the sliding state, it becomes pos-

  likely to produce a damping of torrential oscillations

  peak torque values, such as

  torque shocks in the transmission.

  In another state or regime of the operating range of the torque transmission system, it may be advantageous for this system, constituted for example by a friction clutch or the like, to be controlled so that it exhibits a low overpressure, but indeed defined. In these operating zones or ranges, for example at high rotational speeds, it is possible to

  thus avoiding increased slippage and hence consumption

  increased fuel consumption of the internal combustion engine

dull.

  With a pressing corresponding to the transmission-

  torque of approximately 110% of the average torque ap-

  plicated, it is possible to obtain, under short-term peak values of the torque, a controlled slipping or sliding of the clutch. Amortization of values of

  tip is thus possible while the clutch is

sensibly closed or engaged.

  In addition, with only a slight overpressure of the clutch, torques with peak values can be damped or isolated by sliding

  or short-term clutch slippage.

  The parameter which characterizes the torque distribution between the torque transmission components or systems mounted in parallel with the torque transmission system 3 is the torque distribution factor Kme, which is defined by the ratio between the torque transmitted

  missible by a clutch or other component or system

  Torque transmitter, such as a

  converter lock-up clutch, and the torque transmissible by the entire transmission system

of couple.

  The torque distribution factor Kme therefore indicates the relationship between the torque transmissible by a clutch 3, for example, and the total transmissible torque.

  For a value of Kme less than 1, this if-

  indicates that the transmissible torque is distributed between the systems 3a, 3b mounted in parallel and that the torque transmitted by each of these systems is smaller than the

torque applied or transmitted.

  For Kme = 1, the transmissible torque is only

  LEMENT transmitted by one of the systems 3a, 3b mounted in parallel, in particular by the clutch 3b. During

  short-term torque peaks with higher values

  laughing at the value of the transmissible torque, the clutch or the system slips or slips.

  torque transmission teme. However, in the operating range without torque peaks, all of the torque

  is transmitted by one of the systems 3a or 3b.

  For a value of Kme greater than 1, all the applied torque is also transmitted by a system, but the pressing of the clutch, for example, corresponds

  at a transmissible torque greater than the applied torque.

  This eliminates by filtering relatively large torque irregularities, greater than a threshold, while small torque irregularities are not filtered.

  Another advantage of a defined overpressure,

  compared to a fully closed clutch or

  crossed out, is the shorter reaction time of the system, for example until the clutch is opened. Indeed, the system is not obliged to disengage from the

  fully engaged clutch position, but only

  from the position adjusted at this time. For

  the same duration, you can use an action-

a little slower.

  Figures 2a to 2e illustrate the behavior of properties or physical quantities of

  torque transmission as a function of the distribution factor

  tion of torque Kme by the example of a hy-

  drodynamics which is combined with a bypass clutch of this converter. The "plus" and "minus" signs along

  ordinate axes respectively indicate an in-

  more positive or more negative influence of the factor Kme on

  the physical properties involved.

  FIG. 2a represents, as a function of the factor Kme, the acoustic properties of the transmission of a motor vehicle by a curve relating to a torque transmission system with shock absorber and a curve relating to a torque transmission system without shock absorber . The two curves, respectively with and without damper, extend in parallel as a function of Kme. The system with damper has a slightly higher quality, in terms of acoustics, than that of the system without damper. As far as the variation as a function of the value of Kme is concerned, it can be seen that the acoustics are the most favorable for Kme = 0. As Kme believes, the acoustic properties decrease monotonously until, at high values for

  Kme, they take a constant shape which is independent

Dante de Kme.

  This behavior of the acoustic properties in

  function of the torque distribution factor Kme is ex-

  plicable by the increased decoupling of the transmission vis-a-vis the irregularities of the torque and the peaks of the torque coming from the engine equipment, which is due to

  an increase in slip as a function of the decrease

tion of the value of Kme-

  As the slip in the torque transmission system decreases and Kme increases, the

  torque irregularities in the transmission are trans-

  more strongly and the damping effect is reduced at the same time until, at a determined value of Kme, the damping becomes minimal or non-existent. This results in constant acoustic behavior as the value of Kme increases further. The value of Kme at which a constant acoustic behavior is established, as a function of the torque distribution factor, depends on the characteristic of the transmission concerned. For typical systems, this value of Kme is approximately 2. At this value, the clutch of the torque transmission system is closed or engaged to the point that practically

  any torque fluctuation is transmitted.

  Figure 2b shows, depending on the value

  their de Kme, the thermal stress of a convert-

  hydrodynamic torque generator to which is coordinated a

  bridging clutch. By "thermal stress", one can hear, for example, the energy contribution in the

  system under the effect of friction or due to vi-

  differential parts braids. More specifically, one can consider, for example, the supply of energy in a

  torque converter or, more precisely, in the li-

  what about such a converter. The thermal stress can also be represented by the supply of energy in the friction surfaces of a bypass clutch of the

  converter and / or friction clutch.

  The thermal stress is low for Kme

  = 0 and increases as the value of Kme rises.

  By "thermal stress" of the system, we mean here,

  in particular, the energy supply due to differences in life

  rotation size. As Kme rises, the energy input from differences in rotational speed in the converter decreases until, at Kme = 1, the converter lockup clutch is closed and the differences in rotational speed have become zero, so that the thermal stress takes its most favorable value. For Kme> 1, the thermal stress is constant and equal to the stress when Kme = 1.

  Figure 2c shows the change in ef-

  strong traction, which decreases as a function of an increasing value of Kme, since, at a low value of Kme, the conversion range of a torque converter is

  better exploited and / or the low value of Kme allows

  tint another, more favorable operating point,

of the internal combustion engine.

  Figure 2d shows that consumption

  tion becomes more favorable as the value of Kme increases. Due to reduced slip, for example at the hydrodynamic torque converter, the

  fuel consumption can be reduced by

  clutch which is closed or engaged under increasing force

  health as the value of Kme rises.

  Figure 2e shows the behavior at

  with regard to the alternation of charges as a function of the value

  their from Kme. We see that this behavior is the most fa-

  vorable for Kme = 1, that is to say when the clutch is closed to the point that the torque transmissible by it

  corresponds exactly to the applied torque.

  Figure 3 is a schematic representation

  of a block diagram of a control process. In this re-

  presentation, the adjustment device and the com-

  are shown in a grouping block 4. The control method 5, the adaptation 6 (adaptation of the system and / or adaptation of parameter (s)) can also be

  each represented in a grouping block.

  The control circuit with the regulating member

  or, more precisely, the transmission unit with the

  adjustment gane 31 and the disturbances acting on the system, are represented in block 4. The equipment

  engine 16, constituted for example by a combustion engine

  internal development, develops an engine torque Mmot 33 in function

  tion of the input quantities 14, formed for example by the quantity of fuel injected, the load lever, the speed of rotation of the engine equipment, etc., as well as characteristic quantities of the system 32, such

  that temperature, etc. This engine torque Mmot 33 is bi-

  partially furious with 34 annex consumers, such as

  for example a generator, an air conditioning system,

  station, servo pumps, steering pumps

  sistée, and so on. These additional consumers are taken into account in block 35 by subtracting the bifurcated torque 34a from the engine torque 33,

  which gives a resulting net torque 36.

  The dynamics of the engine 16 and / or of the transmission, which is due for example to the moment of mass flywheel inertia, are taken into account,

  in block 37. This dynamic can include in part

  the moments of inertia of the parts concerned and the effect of these moments of inertia on the net torque. The corrected torque, taking into account the dynamics of the system and which is designated by Mdyn 38, is transmitted by a transmission unit with adjusting member 31 and sent from there, as real clutch torque 48 at change.

  speed or to the part of the vehicle 39 located downstream.

  The transmission unit 31, comprising an or-

  adjustment gane, is influenced by quantities 40, such as the temperature, the friction coefficient of the friction linings, rotational speeds, slip, and so on. In addition, the transmission unit 31, like the motor 16, is or may be disturbed and / or influenced, due to dispersions,

  aging or disturbances, by magnitudes of

  fluence which are not directly measurable. Such

  influences are represented by block 41.

  The adaptation device 6 can be roughly divided into three parts. First, consumers or related devices are taken into account 7 and the adaptation strategies or processes in relation to them

  are applied for the adaptation of disturbed quantities

  disruptive influences. Among these consum-

  auxiliary maters, we include the installation of air conditioning

  tion, generator, pump for power steering

  pump, servo pumps and other related consumers

  producing a division or ramification of the couple.

  For the adaptation of additional consumers 7, signals and information 8 of these consumers are used in order to be able to determine and / or calculate their instantaneous state. This state indicates in particular if the related consumer concerned forks a couple or not,

  whether it is engaged or stopped, and in the first

  first case, what is the magnitude of the bifurcated couple at this

instant.

  It appears from FIG. 3 that, with regard to the adaptation of the system, a distinction is made, alongside the adaptation of the annex consumers 7, between a first and a second adaptation loop 9 and 11. In the first loop 9, account is taken

  influences of measurable disturbing quantities.

  In the second adaptation loop 11, the influences of disturbing quantities which are taken into account are taken into account.

  are only measurable indirectly, or disper-

  sions, using deviations and state magnitudes of the

  system 12 which are directly measurable.

  A correction and / or compensation for these

  disruptive influences is effected either by the change-

  parameters influencing the disturbance quantity

  trice, either, or in addition, by the fact that the magnitudes

  are simulated by disturbing quantities

  and are compensated using these

* niers. In both cases, the disturbing quantity is corrected or compensated so that the influences or

  the disturbing quantities are eliminated or reduced

  picks to an admissible degree. Due to the simulation or reproduction of disturbing quantities by

  virtual disturbing quantities, it is not obliga-

  to locate the real cause of a disturbance,

  but the influence of the disturbing magnitude on the

  system seems can be positively influenced

  tive in the direction indicated above.

  Figure 3 also shows a block diagram

  of a torque control with adaptation and its cooperation

  tion with any circuit and an adjusting member.

  The torque control described below is applicable to systems, such as transmission systems.

  torque, with or without ramification of power.

  Adaptation of additional consumers takes place

  kills in adapter block 7. Ancillary devices,

  such as the generator, the pump for directing

  assisted air conditioning or installation, shown

  feel a ramification of the torque and / or power transmission flow, because part of the drive torque Mmot supplied by the motor is

  absorbed by the device concerned. For a job order

  clutch, this means that we start from a couple of

  Mmot drag which is not actually available, which means that the setpoint clutch torque, based on the supposed higher torque, and consequently also the adjustment quantity thus determined, are too large. Recognition of such a branching of power, hereinafter called "adaptation of ancillary consumers", can be achieved for example by exploitation

  auxiliary signals or corresponding measured quantities

  significant, for example those obtained by starting or stopping the compressor for the air conditioning installation or starting or stopping this

  installation and other related consumers.

  L5 In a second adapter block 9, perform

  kills a correction of disturbances caused by measurable quantities, such as temperatures - the temperature of the cooling water has

  example an influence on the engine torque - or the vi-

  rotation size, it being understood that the coefficient of friction can change as a function of the slip. These

  corrections will be referred to below as "adaptation 1".

  A compensation and / or a correction can take place in this case, either by an adaptation of parameter (s), for example by a correction of the coefficient of friction in the compensation block 28 provided next, or in the transmission block 30 through temperature, or through an adaptation of the system in the form of

  disturbance models created theoretically or empirically

  only, for example by a non-linear correction of the

  engine torque through temperature.

  In the third adaptation block 11, disturbances caused due to non-measurable input quantities of the system and / or aging and / or dispersions are corrected and / or compensated. Like this

  type of disturbances, such as aging

  or dispersion, cannot be detected using directly measurable input quantities, it must

  be detected by observing system reactions.

  This means that such disturbances cannot

  be offset by diversion before they

  feels their effects, but we must observe the reaction of the system, manifested by a deviation from the

  expected behavior, and correct and / or compensate for it

after.

  These deviations can either be measured directly, for example by means of a torque sensor

  on the clutch itself, or else be calculated retroacti-

  from other quantities measured using a process model. If detected, diagrams

  corresponding reference characteristics or large

  unequivocal reference deurs of the system are necessary.

  To compensate for a disturbance thus detected, it is necessary

  then either locate and correct the source of disturbance

  bations, or take into account, for example, a source

  disturbance A or B, on which the deviation

  tion detected is corrected. Similarly, a disturbance can also be attributed to an existing block, such as for example to the engine block 13 or to the reverse transfer function of the transmission unit in the block or block

transmission 30.

  The attribution of the disturbance can be

  tive, without the block in question being the causal responsible for the disturbance. It is not necessary, at the

  difference of a regulation, that the detection of

  riable is carried out permanently; moreover, it can be

  reduced to specific operating ranges.

  In the phases where there is no adaptation, we use the adapted parameters determined in a

previous adaptation phase.

  According to FIG. 3, the drive torque Mmot 15 of the motor equipment 16, constituted for example

  by an internal combustion engine, is formed and / or cal-

  run in the motor characteristics block 13 from the different input quantities 14. The quantities used for this purpose include

  at least two of the following quantities: the speed of ro-

  engine equipment, the position of the

  load or the position of the accelerator controlling the

  born of fuel, depression in the intake system

  injection time, consumption, etc. Of

  more, findings made with respect to information

  possible disturbing fluences (wear, temperature) can also be treated during training or

  calculating the drive torque Mmot 15.

  In the combinatorial block 17, a logical combination is carried out which, by taking account of the additional consumers in the adaptation block 7, produces a correction of the drive torque. This correction is made additively in the sense that the torques derived from the additional consumers, determined in 7, are deducted from the motor torque Mmot 15. This torque

  Corrected engine is designated below by Mnet 18.

  The motor torque 18, corrected for the drift torques

  from additional consumers, is the input variable for block 19, which serves as a compensation block for

  the correction or compensation of the disturbed quantities

  trices. In this block 19, can be simulated, by

  correction coefficients or corrected provisions

  sources of disturbance whose disturbing quantities are comparable or may be comparable to disturbing quantities actually occurring. The virtual disturbing quantities are returned to the adaptation block 2 and compensate for the deviations and / or fluctuations appearing in the system as a result of manufacturing tolerances for example, fouling, etc., with respect to the state of

desired setpoint.

  The correction can be made by additive, multiplicative, functional and / or non-linear fractions. Generally it only matters that the effect

  of the disturbance either compensated for or reduced to an ad-

  missible within a domain defined by va-

  their acceptable limits. This is how, for example, additive disturbances can be taken into account

  in the form of a virtual consumer and be superpo-

  the drive torque, even if the disturbance

another physical cause.

  In dynamic block 20, the dynamics of the pro-

  discontinued order can be controlled, for example under

  the form of taking into account mass moments of inertia

  sic, for example of the moving mass of the engine, if this is advantageous for the behavior of the system or of the

  ordered. Improvements are thus obtained in the qua-

  control, for example during strong acceleration

  tions or decelerations. The drive torque 21 thus corrected in dynamics, is also designated below by Mapp- The clutch clutch torque Membco is fixed

  in block 22 for recognition of the operating point

  based on the instant operating point. This torque is calculated from a percentage of the dynamically corrected Mapp couple and a safety torque Mséc

  defined in safety block 25. The percentage pre-

  cited is set through the allocation factor of

  Kme couple in another block of characteristic diagram

  tick 23. The percentage of the torque corrected in dynamics

  can be modified by another correction block 24.

  For systems with real risk

  power mification, as in the case of a converter with a lockup clutch, the fraction of the Mséc safety function can become equal to zero since a torque is transmitted by the converter in the event

slip.

  If the entire system does not include a power change, the Mséc safety function must guarantee, for example in the event of a slip, that an additive torque is added to the existing torque and that

  setting too high a value for sliding

thus be made impossible.

  The proportionality factor Kme suitable for each operating point is set or determined in the characteristic diagram block 23. This factor

  Kme is stored or memorized in character diagrams

  corresponding characteristics or curves, into which enter one or more of the variables such as the speed of rotation of the engine, the torque supplied by the engine, the speed of the vehicle, etc. If he

  s are two systems or components forming a branch

  cation of power, like a converter and a override clutch, this factor Kme represents the

  relationship to be established by the command between the torque em-

  transmissible clutch and the torque available on the shaft.

  In systems without branching of the power-

  The proportionality factor Kme fixes the proportion

  direct control of the torque control. The remaining part

  of the torque is transmitted by the safety torque deter-

  mined in safety block 25 and dependent on sliding

is lying.

  Yet another dynamic correction and / or compensation for the previously determined percentage of the

  torque can take place in correction block 24.

  This correction and / or compensation can be carried out in the manner of limiting the rise in the torque of

  setpoint and is hereinafter referred to as "limitation of gra-

  gradient ". The gradient limitation can be achieved for example using a maximum admissible increment by sampling step or by means of a fixed temporal behavior. This provision limits the excitation of

  transmission to a maximum permissible degree and

  thus maintains good and comfortable behavior towards

alternating charges.

  Inside the safety block 25, is

  completed, at each instantaneous operating point, a safety pair Msec. This torque can be calculated by

  example depending on the sliding rotation speed

  is lying. In this case, the safety torque would increase with the slip. The clutch can thus be protected in systems without ramification of power. In addition, such a security function makes it possible to prevent or

  reduce excessive thermal stress on the system

  transmission theme concerned. dependence function-

  between the safety torque and the slip can be described by an appropriate function or be prefixed

  by characteristic curves or characteristic diagrams

  teristics. The output quantity 27, i.e. the setpoint clutch torque, of the hierarchically higher block 26, can be represented by Membco = Kme * Mapp + Mséc

  This formula does not take into account dynamic block 24.

  Taking account of this block 24, the setpoint clutch torque can be defined by Membco = fdyn (Kme * Mapp) + Mséc O fdyn (Kme * Mapp) includes the correction or the take

  taking into account the dynamics in block 24.

  The set clutch torque is determined by the quantities or values - depending on operating point 22 - of the torque distribution factor

  Kme and the safety torque Mséc 25.

  A second virtual source of disturbance

  B can produce yet another correction of the torque em-

  Membco setpoint clutch in a compensation block

additional 28.

  In the transmission or transfer block, this corrected setpoint clutch torque Membcocor 29

  is transformed, by means of a transfer function

  pours from the transmission or transfer unit of the

  adjustment gane, in an adjustable size. By means of this quantity, the transfer unit with regulating member 31 is controlled, which unit then performs the

appropriate actions.

  The unit designated by 31 and called transmission or transfer unit with regulating member, can be constituted in particular by systems or components producing a ramification of the power, such as a

  converter to which a drift clutch is coordinated

  vation or bypass, or systems without ramification of power in the form of a clutch, friction

  for example. The clutches used in the case of sys-

  temes without branching of power, can be,

  for example, wet clutches, functional clutches

  dry-working, magnetic powder clutches,

  reversing clutches, safety clutches

rity, etc.

  The energy or the force necessary to activate it.

  ment of the regulating member can be produced for example by an electric motor, by hydraulic, electro-hydraulic, mechanical, pneumatic or a

another way.

  Figure 4 shows a block diagram of a process

  with adaptation, including a control block

  command 5 which is a grouping block and different blocks

  adaptation. Block 4 of the control circuit with the or-

  adjustment knob of Figure 3, block which is not shown

  felt in this figure 4, is valid also and can

taken from figure 3.

  From the characteristic diagram block

  113, is prefixed a motor torque 15 treated in an ad-

  said by a corrective torque 42 in the sense that this corrective torque is deduced from the engine torque 15. The

  differential torque 43 is also treated ad-

  said to take account of the derivative or bifurcated couples of ancillary consumers 7, in the sense that the couples of the ancillary devices are again deducted, according to their state - operation or shutdown for example - from the couple

differential 43.

  The couples thus treated of consumers or ancillary devices, are determined or calculated from

  of data or signals relating to the function point

  actuation 22 concerned of the various devices and / or from auxiliary signals 44, such as those obtained for example on switching on and / or switching and / or

  shutdown or other typical signals related to the function

  operation of the devices in question, such as for example

  generator current or voltage signals.

  Determination is possible, for example,

  thanks to the prior storage of typical function signals

  operation in a characteristic diagram or characteristic curve, with the help of which, by reading the appropriate diagram or curve, is determined

  a corresponding absorption of torque (s)

  annexed authors. For a possible determination variant

  Likewise, equations or systems of equations in which magnitudes of

  signals enter as parameters, in which case the ab-

  sorption of torque (s) is determined by the solution of

  these equations or systems of equations.

  Using dynamic block 20, the signal

  rigé 45 can be subjected to dynamic correction.

  This block 20 takes account, for example, of the moments of inertia

  tie rotating parts, such as parts of the mo-

  and, for example, the flywheel, and / or the inertia of other parts or components of the transmission. The operating point 22 is determined or calculated from the variables 40 of the system. This can be made possible by determining data

  from characteristic diagrams or by solu-

  tion of equations or systems of equations in which

  variables enter as parameters.

  From operating point 22 is de-

  completed, for example using a characteristic diagram

  tick, the torque distribution factor Kme 23. The if-

  gnal 46, corrected in dynamics, is multiplied by the fac-

  torque distribution tor 23, which determines the

  torque transmitted for example by a drift clutch

  tion or bridging of a hydrodynamic converter. This

  signal can in turn be corrected using the dy-

namique 24.

  In the example shown in FIG. 4, the dynamic block 24 is produced as a limitation of

  gradient, i.e. a limitation of the maximum rise

  male of the couple. This gradient limitation is reali-

  sand, for example, so that the rise in torque over time, within a fixed time interval, is compared with a maximum allowable value, defined by a ramp for example, and that, if the actual rise exceeds the maximum value of the ramp, the signal

  ramp is used as the actual value.

  Another possibility of gradient limitation

  can be supplied by a dynamic filter. The behavior-

  time filter can be chosen differently

  ment, depending on the operating point, in the sense that, if a PT1 type filter is used for example, the time constant can be adjusted according to the operating point. The output signal 47 of the block 24, representing the clutch clutch torque Membco, is transmitted as in the case of FIG. 3 to the transfer unit with adjusting member. This set clutch torque is compared with the real diaphragm clutch torque 48 at the combination point 49. This comparison is ensured by an additive process in which the real clutch torque is deducted from the set clutch torque, so

  that an AM 50 difference is formed. This different couple

  tielle AM is transformed in the following blocks of the block diagram into a corrective couple 42 treated together

  with engine torque 15 at combination point 52.

  The adaptation in this example of Figure 4 does

  no localization of disturbed quantities

  but reduces the disturbances to magnitudes

  disruptive or fictitious disturbances. The correction

  tion and / or compensation of actual disturbance quantities by means of fictitious disturbance quantities, do not

  no longer requires location, so neither does cor-

  correction of the causes of errors and actual errors. In the example illustrated in FIG. 4, the engine torque or the characteristic diagram of the engine is considered as a fictitious source of disturbances, so that all the errors and disturbances produced are considered.

  as engine torque disturbances and are corrected

  managed or compensated by a corrective motor torque Mmot-

horn-

  The purpose of the adaptation is to make an adjustment

  the distribution factor as precisely as possible

  tion of torque Kme so that the system can react optimally to disturbances and to optimize the

physical behavior of the system.

  The corrective magnitude Mmotcor can be

  ended by the solution of equations or systems

  of equations and / or by the use of a characteristic diagram

  corrective tick. The production of such a diagram may include the recording of the corrective quantity in two dimensions for example. For the determination of the corrective characteristic diagram, it is possible, for example, to use the same dimensions as those

  under which the characteristic diagram is recorded

  tick or network of motor characteristics, for example with regard to the consumption and the speed of rotation of the motor. As a dimension of this corrective characteristic diagram, it is however also possible to use a quantity reflecting a dependence on the transfer function of the circuit, such as for example the

rotational speed of a turbine.

  The construction of such a characteristic diagram

  Correcting tick through the engine torque and the engine speed, can include, for example, the fixing of three support points. These points make it possible to fix a plane which determines the diagram

  corrective characteristic as a function of the two dimensions

  sions. Another possibility is to choose four support points to define a surface area fixing the corrective characteristic diagram. In this context, block 51 operates a weighting of the support points

  according to the operating point concerned. This weight-

* points ration is carried out since, on the extent of

  the surface area of the correction diagram, information

  can be supplied from each point of function.

  operation, concerning correction values, as at other operating points. However, since this way of proceeding can lead to errors and since the information relating to parts of the correction diagram cannot be reproduced linearly in other parts of this diagram, we

  introduces the weighting of the support points.

  The weighting has the consequence that, depending on the operating point or according to the zone of the operating point, the support points are weighted differently, so that the influence of more distant points

  of the operating point in the characteristic diagram

  Corrective ticks have a lower or greater importance. The weighting of the support points is carried out in a block 53 which influences the time behavior of

  adaptation. Block 54 represents the block diagram

  corrector characteristic which, from the point of function

  actuation 22, determines the correction value 42 of the engine torque, a value which is processed together with the

  engine torque 15 at combination point 52.

  Figures 5a to 5c show schematically-

  ment possible disturbances of the engine torque as a function of time. In FIG. 5a, the setpoint torque is indicated by a horizontal line and the actual torque is indicated by a horizontal line with a step. This step can be identified as an additive fraction of the engine torque, caused for example

  by auxiliary devices. So a walk or gra-

  din in the real torque is produced for example at the

  switching on, off or switching of a device

  auxiliary in another operating range. Follow-

  before the bifurcated power is increased or decreased

  walking, walking can increase or decrease the actual torque. Depending on the height of the step and the behavior over time, it may be possible to provide information on the question of which device

  auxiliary has been additionally started, stopped or com-

  mutated. In FIG. 5b, the setpoint torque and the actual torque illustrate another operating state compared to FIG. 5a. The difference between

  two curves can be identified as a per-

  which affects a multiplicative fraction of the clutch torque. Compensation and / or correction of this disturbing quantity must therefore have a charac-

multiplicative.

  Figure 5c again shows the setpoint torque and the actual torque, but in a situation where

  the two couples are separated by an additive fraction.

  Correction and / or compensation for this disturbance

  is achievable by an additive fraction of the torque em-

  clutch. The example of FIG. 5b can be explained for example by a variation of the coefficient of friction, while the example of FIG. 5c can be explained

  by a deviation from the regulating quantity.

  FIG. 6 shows a corrective characteristic diagram in which the corrective motor torque is represented as a function of the motor torque and the speed

  motor rotation. As support points 55, we used

  Read in particular the four corner points of the values area. The weighting of the support points in the block 51 of FIG. 4 is achievable, for example, by changing the vertical position of the support points, in the operating point considered, so that the near area around the operating point receive a

  higher weighting. This weighting by a change-

  ment of the vertical position of the support points is

  readable, depending on the operating point, so

  that one to four support points undergo this change.

  To fix four support points 55 which

  create a surface area, we can also start, according to a variant, from six support points 55, see the figure

  6a, in which case three support points are arranged

  days along an axis and six support points define two surface areas each having four support points, two points of which are used by both

surface areas.

  Another embodiment can be characterized.

  laughed at by the use of nine support points, see Figure 6b, to define four surface areas. The characteristic diagram is then constructed so that each time two support points located one next to the other and belonging to a surface area, are connected by a straight line, so that the frame of such a surface area inside the definition area is formed

  by four straight lines and that the projection of the area of sur-

  face of the characteristic diagram on the definition area

  tion represents a polygon, which differs in particular

  link with a rectangle or square. The connecting lines

  two opposite boundary lines of the character diagram

  teristic, located in a plane parallel to a plane

  subtended by a lateral straight line of the character diagram

  and the axis of the diagram definition area

  characteristic, are also line segments.

  Another embodiment of the ca- diagram

  feature according to figure 6 can represent an over-

  curved face generated according to a functional relationship in three-dimensional space, such as a parabola

  second order. The area corresponding to the diagram

  feature can be a curved surface defined by

  given support points and / or a functional relationship

  or an equation or a system of equations.

  FIG. 7 is a block diagram or flowchart of a torque control with adaptation of a torque transmission system, which will be described in more detail below. The torque transmission system can be, for example, a clutch, such as a friction clutch and / or a clutch for starting an automatic gear change and / or a means for transmitting a gear change to continuous variation from type to

  belt or chain and conical pulleys, and / or a conversion

  hydrodynamic torque weaver to which a lock-up clutch and / or a reverse gear clutch and / or a safety clutch is coordinated. The actuation of the torque transmitting parts can be effected by an electromechanical, electrohydraulic and / or mechanical-electronic adjustment member and / or an adjustment member

  mechanical and / or hydraulic and / or pneumatic.

  According to FIG. 7, the drive torque 62 of the engine equipment 61, formed in particular by an internal combustion engine, is first calculated from

  of different input quantities 60. The quantities used

  for this purpose include at least two of the major

  following date: the speed of rotation of the engine equipment, the position of the load lever or position of

  the accelerator controlling the fuel supply, the

  pressure in the suction system, injection time

  tion, consumption, and so on. The engine equipment is shown in the block or block 61 and the drive torque provided by this equipment at 62. Block 63 represents the combination producing a correction of the drive torque. This correction is carried out by means of correction coefficients supplied by an adaptation means of the system 64. This means 64 can be produced in the form of a program module which, on the basis of additional input quantities 65, of sizes

  analytically or numerically determined, and of large

  deurs of characteristic diagrams, a correction of the

  average drive torque. These correction coefficients

  tion can compensate for the deviations appearing in the system from the desired state, because they compensate for these deviations by additive fractions,

  multiplicative and / or non-linear.

  Block 66 represents the fixing or deter-

  mination, or calculation, of a torque distribution factor Kme which is suitable for the instantaneous operating state, a factor which is generally between 0 and 2. However, states of the

  system requiring the use of a larger Kme factor.

  This factor Kme represents the torque ratio, to be established by the command, from Memb to Mappcor, as a value fixed beforehand for each operating point, in the manner of a characteristic diagram established from

  the chosen weighting of the criteria mentioned in re-

  reference to Figure 2, which means that the fac-

  Kme is stored in a characteristic diagram

  for the different operating states.

  The factor Kme can however also remain

  constant throughout the operating range. A fixa-

  tion or a calculation of the factor Kme can also be carried out using an equation or a system of equations, in which case the solution of this equation or this system

  of equations determines the factor Kme.

  In the characteristic diagram of the factor Kme, or in the analytical equations to determine the factor Kme, variables can be incorporated, or can be taken into account variables of the vehicle, as well as the design of torsion dampers possibly present. The design of the shock absorber, if any, of that of a lockup clutch for example, is particularly important because, in the presence of such a shock absorber, the factor Kme can be kept constant over at least a relatively large part of the operating range of the internal combustion engine

  or the hydrodynamic torque converter.

  A Kme factor kept constant over a large

  operating range is also achievable for em-

  clutches, such as friction clutches or

departure clutches.

  The torque distribution factor Kme fixes the

  ratio of clutch torque and drive torque.

  This makes it possible, for example, to operate with torque-controlled sliding. In the case of systems with a ramification of the power (of a converter and of a lock-up clutch for example), this factor fixes the fraction of the torque to be transmitted by the lock-up clutch. In systems without ramification of power, for example in a clutch system, it is not possible, in the case of stable operation, to transmit less than 100% of the torque present on the drive side. The factor Kme in this case fixes the fraction directly transmitted by the torque control. The remaining part of the torque is adjusted by a slip-dependent safety torque which simulates behavior similar to that of a converter. The

  calculation of the target clutch torque using the fac-

  coordinated Kme and the corrected drive torque of

  the engine equipment is carried out in 67. A correction

  additional to the set clutch torque, to take into account the additive, multiplicative and / or non-linear fractions resulting from the adaptation of the system 64,

  can take place in 68. Here, therefore, provision can be made for the

  shift 68. A corrected setpoint torque is thus obtained. For many applications, it is sufficient that only one of the two combinations 63, 68 is

  present, the combination 63 being preferably retained

rence.

  In 69 the calculation of the quantity

  slippery from corrected setpoint clutch torque

  of the reverse transfer function of the circuit represented

  both the lock-up clutch or another clutch. Block 70 represents the reverse transfer function of the regulating member 71, which is used to calculate the regulating quantity necessary for this member. The regulating variable consequently acts on the regulation circuit 72, which in turn acts on the vehicle 73. The variable

  adjusted by the adjuster can be returned to

  control device to increase the quality of control of the control process. It can therefore be for example the position, established by the electric motor of an electro-hydraulic adjustment member, of the

  master cylinder of a hydraulic system. This retro-

  action takes place in blocks 74 and 75. Block 76 represents

  feels a computing unit used to simulate a model of the

  vehicle and torque transmission device.

  The arrow 77 represents the delivery of va-

  their measured vehicle variables, which are processed

  tees somewhere else, at block 78, like

input quantities.

  The broken line in FIG. 7 represents the transition between the central computer or the control unit and the vehicle. In 70 can be calculated the output variable of the regulator, formed on the basis of the regulating variable determined in 69 and the reverse transfer function of the regulating member. This can be formed in a particularly advantageous manner

  by an electro-hydraulic or electro-

  mechanical. It is particularly advantageous to use a proportional action valve or a valve modulated in

pulse width.

  In 75, a feedback of the regulating quantity can take place in the form of a regulation or an adaptation. However, this feedback can also be omitted. In 79, a measurement of the actual clutch torque can be made, for example by means of a

  torque or strain gauge.

  Instead of measuring the actual clutch torque, performed in 79, it is also possible to calculate this torque from the variables as well as the physical characteristics of the vehicle and the torque converter. For this purpose, it is possible, for example, to process the characteristic diagram (network of characteristics) of the motor and / or the characteristic diagram of the converter, or quantities representing these characteristic diagrams, in a processor or in a central processing unit , and / or to store them in a memory. It is also possible, for the same purpose, to memorize a characteristic diagram representing the torque transmission capacity, of the lockup clutch of a converter for example, or a quantity representative of this diagram. Insofar as the actual clutch torque is determined both according to point 79 and according to point 76, the measured actual clutch torque can be equalized to

  using the actual clutch torque calculated from the mo-

  dele. This equalization can be carried out in the form of a logical combination, for example according to the principle of minimum-maximum or as a comparison constituting a plausibility check. In the adaptation means of the system referenced 64 in FIG. 7, the comparisons described below can take place in particular and the

related corrections.

  A: Comparison of the corrected setpoint clutch torque and

  the actual clutch torque; this comparison is reali-

  sand also in the long term, for example by observation of

  the deviation using a time window moves

  ering at the same time. It is possible to compare the corrected drive torque and the calculated drive torque afterwards and this comparison is also possible in the long term, for example by observing the

  deviations for a time window moved simultaneously

  nement. Likewise, it is possible to use auxiliary signals, for example such as those obtained by switching on or off auxiliary devices, such as an air conditioning system, a compressor, by a gear change operation. , etc. B: Detection of the deviation of the system noted under A in additive, multiplicative and / or non-linear fractions of Mapp and Memb and consecutive distribution on the matching adaptation loops 80 and 81, or on the

combinations 63 and 68.

  The detection or determination of the relevant fractions of Mapp and / or Memb can be carried out by

  example according to the three diagrams of FIGS. 5a to 5c.

  Figure 7 is also an illus-

  trating the order process (process) with the different process steps. In a first step, a driving torque supplied by the motor is

  determined from a plurality of input quantities.

  This step is followed by a first correction of the value thus obtained according to the indications provided by

  a means of adapting the system. This means is in the oc-

  a program module which, based on large

  Additional input data, analytically determined quantities and characteristic diagrams, corrects the average drive torque. In

  next step in the process, this drive torque cor-

  rigé is multiplied by a proportionality factor Kme which can be between zero and two. This factor is

  stored in a characteristic diagram for the different

  rents operating states. This diagram may contain

  vehicle variables as well as the design of amor-

  torsion weavers possibly present. The factor Kme fixes the ratio of clutch torque and torque

  drive. This allows sliding operation.

ment ordered for example.

  In the case of systems with a ramification of the power (converter with a lockup clutch), this factor fixes the part of the torque to be transmitted by the lockup clutch. In systems without ramification of the power (clutch system without converter mounted in parallel), it is not possible, during operation in stable regime, to transmit less than 100% of the applied torque on the drive side. The factor in question fixes in this case which part is transmitted directly by the torque control. The remaining part of the torque is adjusted by means of a slip-dependent safety torque which simulates behavior similar to that of a converter. The set clutch torque thus obtained,

  is corrected, in a next step of the process, again

  calf based on information provided by the system adaptation means. In this way, a corrected setpoint clutch torque is obtained. Finally, using

  a reverse transfer function of the com-

  command, a regulating variable is determined from this corrected setpoint clutch torque. By applying the reverse transfer function for the regulating member, this regulating variable becomes the large amount appearing at the output of the control unit. This output quantity is transmitted to the adjustment member, which in turn acts on the control circuit and the vehicle. The

  quantity established by the regulating member can be increased

  viewed in feedback to the control unit to increase

  lie about the quality of the ordering process.

  So it can be for example the position of the cy-

  linder transmitter established by the electric motor. In addition, other quantities of the system, such as for example the

  clutch stroke, or quantities relating to gear

  can be transmitted to the control unit.

  These additional input quantities then enter the control process described through the means

adapting the system.

  Figure 8 shows a simple model of an adap-

  which is limited to the additive correction of the drive torque. The deviations, resulting from the difference between the target and actual clutch torques, are adapted through sources of disturbances

  virtual. In FIG. 8, block 61 indicates the team-

  motor, constituted for example by a motor with

  internal bustion and producing a driving torque 62. The block 90 represents the adaptation using sources of virtual disturbances, the output signal of which is processed additively with the torque 62, in the combinational block 91. The driving torque corrected is then

  corrected in dynamics, in block 2, by means of a cor-

  dynamic rection based on moments of inertia of the vo-

the engine.

  The torque applied to a torque converter to which a bypass clutch is coordinated, for example, is divided using the torque distribution factor into two parts, one of which is transmitted by the bypass or bypass clutch 3b , while the differential torque between the applied torque and that transmitted by the lockup clutch is transmitted by the

converter 3a.

  Figure 9 is a block diagram or flow diagram of a control method for torque transmission systems; the broken line in the lower half of the figure represents the separation between the central computing unit and the vehicle. The ordering process according to the

  Figure 9 includes an adaptation of simplified structure.

  The override clutch is controlled by track

  electro-hydraulic using a proportional valve

  or a valve modulated by pulse width.

  The output signal of the control computer, representing the output quantity of the computer, is a control current (electric and excitation) which

  adjusts proportionally to an applied duty cycle

  qué at the output modulated in pulse width of the computer for example. The clutch torque results, for example, from the pressure difference thus created by the control on the converter lock-up clutch, more precisely between the two pressure chambers of

  this clutch. The adaptation of the system is limited to the cor-

  adaptive rection of the drive torque, the de-

  viation results from the difference between the couples of

set point and real.

  In the case of an implementation mode of the program

  ceded command according to Figure 9, combination 68 and feedback of the corrected drive torque (Mappcor)

  are deleted with respect to FIG. 7. According to the figure

  gure 9, the DPco setpoint pressure difference is determined at 100, more precisely as a function of the setpoint clutch torque as main quantity and

  also, possibly, depending on the driving torque

  corrected Mappcor and the rotation speed of the

  turbine (N-turbine) as parameters.

  The following functional block 101, corresponding to the block or block 70 in FIG. 7, is divided in the case of FIG. 9 into two functional sub-blocks 10la and 10lb. To each of these sub-blocks is coordinated a feedback 102a or 102b. The input quantity of the reverse transfer function of the regulating member (101 = 0lla and 0llb) is the setpoint pressure difference (DPco) calculated in block 100. The output quantity is formed by the duty cycle corresponding

  and represents the output of the regulator.

  The following adjuster is divided into one

  electrical part formed by a final stage and rolls it up

  ment of the valve, and a hydraulic part which is decisive for the application of the adequate pressure to the converter bypass clutch, see block 103. The input quantity of the electrical part of the regulating member is the duty cycle. This is transformed on the output side into a real electric current. Depending on this actual current (Iré), the hydraulic part

  of the adjuster produces a pressure application

  suitable for the lockup clutch. This consists of creating an appropriate pressure difference between the

lockup clutch chambers.

  Block 0lla represents the inverse function of the hydraulic part of the regulating member because from the set pressure, the associated set current is calculated. This part of the regulating member has a feedback of the actual pressure measured in the form of a pressure adaptation, which is

  represented by block 102a. This adaptation of pres-

  sion 102a provides the corrected setpoint current. The se-

  second part IIIb of the reverse transfer function 101 of the regulating member represents the electrical part which calculates from the corrected setpoint current the associated duty cycle. A PID tuning algorithm (at

  proportional action, by integration and by different

  tiation) is applied for this purpose. From the deviation

  setting Icocor = Iré (Iré is measured after the

  valve bearing), a PID regulator calculates for this purpose the input variable Ico-R for the reverse transfer behavior of the electrical part of the regulating member. The numbering chosen on figure 9 of

  different blocks basically correspond to the number-

  tation of the different cobblestones in Figure 7. In this way

  Finally, the functional blocks or blocks of the particular electro-hydraulic execution according to FIG. 9 can be related to the type of embodiment.

general according to figure 7.

  The different designations used on or

  in relation to figure 9 have the following meanings

touts:

  DPco = 110 = setpoint pressure difference on the em-

  converter bypass or bypass clutch (sometimes also called lockup clutch). It corresponds to the difference between the prevailing pressures

  in the chambers located on both sides of the piston.

  DPre = 111 = actual pressure difference between the two

  converter lockup clutch chambers.

  Paval = pressure downstream of the converter lock-up clutch.

  Ico = 113 = current (electrical excitation and re-

  setting) for the electro-hydraulic valve.

  AN = 114 = difference in rotational speed between the pump wheel and the turbine wheel; therefore AN = N wheel of

pump - N impeller.

  The vehicle variables 115 indicated in front of the block referenced 76 in FIG. 9, contain the

  slip in the lockup clutch and / or the

  weaver. As is also apparent from FIG. 9, the difference in rotation speed AN = N pump wheel - N turbine wheel, does not represent a regulating variable as is the case with known slip regulations. With the torque control according to the invention, this difference in rotation speed AN is used as a variable of the circuit to be controlled in view

  the observation of possible torque deviations, the-

  which then react in turn, in the adaptation

  and by appropriate combinations, to exercise an ac-

  corrective action on the order. The instantaneous values observed can, in this process, be memorized, for example in the manner of a time window moved at the same time, for a certain duration, in order to detect the fractions of the deviations on the clutch and the engine. This is done in the adaptation of the system referenced 116. The control according to the invention also has the advantage that the adaptation of the disturbing fractions of the drive torque can also be carried out when the converter lock-up clutch is fully open or disengaged, so when Kme = 0. To this end, the nominal drive torque is compared with the torque

  applied to the converter, which is done in the com-

  pairing 63 of FIG. 7 or during the process step 63 of FIGS. 7 and 9. By this adaptation, it can already

  be taken into account in anticipation of a closure or

  later clutch of the lock-up clutch, bypassing

  possible drive torque while this

  clutch is still open. For this purpose, the couple ap-

  involved in the adaptation of the system 116 or 64, that is to say

* say the torque applied to the converter is determined, preferably using the characteristic diagram of the converter stored or stored for this purpose in the adaptation device of the system in question. The applied torque can thus be determined by detecting the

  difference in rotational speed between the wheel

  bine and the pump wheel. This converter torque is then compared with the nominal drive torque of the

  engine or engine equipment. This coaching couple

  ment can be taken from a network of characteristics or characteristic diagram for the stable state of the engine, stored in block 61 according to FIGS. 7 and 9, by

  based on measured variables such as, in particular

  link, the engine speed, the position of the

  load lever, consumption, amount of fuel

  rant injected or injection time, and so on.

  The speed difference between the turbine wheel and the

  pump impeller can be determined in block 76.

  It is also possible to determine the torque

  converter already in block 76, in which case the dia-

  characteristic gram of the converter is stored in

this pavement.

  FIG. 10 represents a vehicle 201 fitted with an internal combustion engine 202, for example internal combustion, which acts by means of a clutch 203 with automatic adjustment, or with automatic wear adjustment, on a gear change 204. The latter is connected via a drive shaft 205 to a driving axle 206 of the vehicle 201. As regards

  concerns clutch 203 with automatic adjustment or take-up

  wear material, it has a drive side 207 adjacent to the heat engine 202 and an output side 208 directed towards the gear change 204. To the clutch engagement and disengage system 202, a slave cylinder is connected 200b which communicates by

  a hydraulic line 209 with an emitting cylinder

  211. This engagement and disengagement system, comprising a mechanical disengagement stop for example, can come into contact with tongues of a spring

  clutch plates so that the force thus exerted

  created on the clutch spring causes the pressure plate to move in the direction of the engine, thus causing contact between the friction linings carried respectively by this plate and the flywheel and the more or less strong application of these linings. a

  against each other. Hydraulic line 209 is re-

  linked via the emitter cylinder 211 to an electric motor 212 with which this cylinder is housed in a housing of an adjusting member 213. A sensor 214 for detecting the clutch stroke is housed in this same housing, directly on the master cylinder 211. The housing of the adjusting member additionally contains a control device not shown in the

  drawing - carried by a printed circuit board 227.

  This electronic control unit contains the power electronics and also the control electronics and is therefore placed entirely inside the

  housing of the adjusting member 213.

  The control unit is connected to a cap-

  215 for the throttle valve and placed directly

  On the heat engine 202, a sensor 216 for

  the speed of rotation of this motor and a speed sensor

  braid 217 arranged on the driving axle 206. The vehicle 201 further comprises a control lever 218 which acts by a linkage on the clutch 203. On the lever 218, a sensor 219 is provided for detecting the control stroke and who is also in communication link

  signals with the control unit.

  The control unit delivers to the electric motor

  trique 212 a regulating variable depending on the signals

  supplied by the sensor system (214, 215, 216, 217, 219).

  It contains for this purpose a control program carried out by hardware or software. Depending on the signals

  supplied to it by the control unit, the

  electric tor 212 acts through the system

  hydraulic (209, 210, 211) on clutch 203 to adjust

  automatic. The operation of this clutch has already been described in detail in the German patent applications subject to public inspection DE-OS 42 39 291, DE-OS 43 06 505, DE-OS 42 39 289 and DE-OS 43 22 677. Reference is therefore expressly made to the content of these documents as belonging to the scope of the description of the invention. The advantage of an auto-adjusting clutch 203 is that the forces required to maneuver it are significantly reduced compared to conventional clutches due to the wear-compensated construction method. For this reason, the electric motor 212 can be dimensioned to have a lower power absorption, so that the adjustment member 213 as a whole can be more compact. This member 213 is not represented, in FIG. 10, on the same scale as

  the other components of the vehicle 201.

  The adjusting member 213 will now be described in more detail with reference to FIGS. 11a, 11b and 12a, 12b. The electric motor 212, constituted in particular by a direct current motor, acts by its shaft 220 on a worm gear meshing with a segmented wheel

  222. A thrust crank is attached to this wheel.

  functionally linked, via a piston rod 224, to the piston 225 of the emitting cylinder 211. On this cylinder is formed a tube 250 with an orifice

  251 to compensate for thermal influences

mics on the hydraulic fluid.

  The electric motor 212, with direct current for example, exerts, by means of the screw mechanism

  endless, which can be self-locking, forces of trac-

  tion or thrust on the hydraulic master cylinder

  211. These forces are transmitted by the hy-

  hydraulic 209 to the clutch 203. The latter is thus

  controlled, that is to say engaged or disengaged.

  As the parallel axes of the master cylinder 211 and the shaft 220 of the engine are arranged in different planes, therefore offset, the space necessary for

  the adjusting member 213 is even more reduced.

  A servo spring 226 is arranged concentrically

  ment to the axis of the emitter cylinder 211 in the piston 225 or the body of this cylinder. This spring supports the action

  of the electric motor 212 when disengaging. During the

  clutch engagement, spring 226 is slack or

  compressed against the force produced by it.

  The cooperation of the engine will be described below.

  212 and spring 226 with reference to the diameter

  gram shown in Figure 13. This diagram shows

  gears of forces as a function of the clutch stroke.

  The double closed loop curve which forms the continuous line 237 represents the force supplied by the electric motor 212 during the declutching operations and

  clutch engagement, the upper curve

  more precisely showing the pace of the force supplied by this motor during disengagement, while the lower curve indicates the pace of the force supplied by it during engagement. Line 239 in phantom is the flexibility characteristic of servo-spring 226. The closed loop which forms the broken line 238

  i5 illustrates the cooperation of the respective forces supplied-

  by the spring 226 and the electric motor 212.

  The total force 238 to be supplied by the electric motor 212 is clearly reduced, as shown by the shift of the discontinuous force line towards smaller forces. Due to the support provided by the servo spring 226, chosen accordingly, the characteristic of the electric motor and of the disc spring is shifted in the direction of the reduction of the forces and the maximum values visible in FIG. 13

  are approximately equal in the direction of the increase

  tation and in the direction of the decrease of the distribution line

  keep on going. Thanks to this supporting effect of the servo-spring 226, the dimensions of the electric motor 212 can be

  reduced accordingly, compared to its size-

  support without spring 226. The nature of the support

  yours thus procured by the servo-spring presupposes also-

  The electric motor must be used in the direction of traction and in the direction of thrust or compression. According to FIG. 12a, the servo-spring 226 is arranged in the body of the emitter or activator cylinder between two supports 227a, 227b. Under the force of the spring, the support 227a is pressed against a stop segment 228 mounted on the piston rod, while the support 227b is

  applied against a collar of the cylinder body. To pro-

  cover the worm mechanism against fouling, a rubber membrane 229 is provided in the area of the support 227a. The cylinder body also has a purge orifice 230 allowing the flow in case

  hydraulic fluid exhaust.

  Figure 14 shows in a simplified way the

  operating mode of the process or process of

  command defined in the control unit to control

  or control the torque transmitted by a transmission system

  torque mission, constituted for example by a friction clutch. The method is stored in this example as a software program in an 8-bit processor, for example of the control unit. This process

  used to control the electric motor 212 for example.

  Using sensor 215 for the position of the pa-

  throttle and sensor 216 for rotational speed

  tion of the motor, the drive torque Mmot supplied by the motor 202 is determined and made available to the control program as an input variable. The sensor 216 detects the rotation speed of the motor nl

  and the tachometer sensor 217 detects the speed of ro

  drive axle 206, constituting quantities

  additional input transmitted to the program

  order. The driving axle speed 206 is used

  to calculate the input rotation speed n2 of the chan-

  speed control. The difference between the speeds n1 and n2 is called "sliding rotation speed". This slip speed is determined analytically within the control program and monitored for the possibility of exceeding a slip limit value. Exceeding this limit is detected as a sliding phase S. This phase lasts until the sliding speed drops again below the limit. The clutch torque Mk is calculated using a correction quantity Mcor according to the formula Mk = Mmot - Mcoro The correction quantity Mcor is a torque value which

  is incrementally increased by the clock frequency

  computer housing and reduced in accordance with the control program in the times detected as phases of

  slip S. Thus, the clutch 203 operates in perma-

  nence around a slip limit R. This limit is reached when the speed nor of the engine starts to

  exceed speed n2 at the start of the change in speed

  tesse. This is the case at the precise moment when the couple ap-

  bent on the drive side becomes greater than the torque em-

  clutch transmissible at this time by the clutch. This process also applies when the drive torque

is not constant.

  The characteristic diagram shown in the

  figure 15 is used before the transmission of the large

  regulating deur to the regulating member, in particular in the case of a torque transmission system constituted

  by a friction clutch for example.

  The range of reference information suscep-

  tible to be supplied to the adjuster, i.e.

  the range of transmissible clutch torques is indi-

  on the x-axis. This beach is divided into beaches

  partial 240 of which one is represented by a rec-

  hatched tangle. The area 240 thus marked indicates in this case the transmissible clutch torques included

  between 100 and 140 Nm. As long as the clutch torque trans-

  missile calculated according to the control method is included in this partial range, an admissible value of 140 Nm is supplied as reference information to the adjusting member. The process takes place in a similar way

  for the other partial ranges 240.

  This procedure further reduces the number of positioning movements of the adjusting member. The positioning movement, that is to say the movement of one plate of the clutch with respect to the other, is fixed to a determined quantity. This

  design of the characteristic diagram with regard to the movement

  adjustment or positioning may have

  consequence that the number of blocks or zones 240 can

  laugh depending on the application. These provisions overall increase the expected service life and reduce the need

  in energy of the actuator device of the transmission system

couple mission.

  Figures 15a to 15e illustrate the application

  of reference values to the adjuster, applying

  tion which is carried out in accordance with the com-

  mande according to the invention for a set clutch torque. The automation of the clutch operation requires the provision of an actuator capable of transforming

  control signals in opening or closing operations

  method, that is to say disengagement movements or

  clutch. An adaptive control of the posi-

  actuation can be done so

  that a torque control is carried out. The applica-

  tion of such enslavement can bring the advantage that

  the positioner not only ensures operations of-

  opening and closing during changes of life

  size and when the vehicle leaves, but also adjusts the clutch pressing (application of its linings

  one against the other) throughout the vehicle

  shifts, so that the transmissible clutch torque corresponds at all times to a clutch torque of

  setpoint that results from the regime, that is to say from the situation

  operation or operating point, or that a

  overpressure or appropriate underpressure desired - compare

  ratively at the pressing corresponding to the clutch torque

  - can be produced. This has the consequence that the po-

  switch or actuator, during change-over operations

  speed, does not have to go through the entire adjustment range - from the fully engaged position - to produce the declutching since, due to the enslavement of the torque, the actuator already occupies a position corresponding to the setpoint torque

  adjusted at this time, plus a desired offset value.

  Thus, the requirements for the dynamic behavior of the

  system, in particular the actuator, can be re-

  picks for a design aimed at a life

  maximum adjustment size since it is generally

  rale to cover relatively short adjustment paths. A dynamic torque control thus designed, has the consequence that the actuator, including the electric motor, must remain in service during the entire operating or running time of the vehicle in order to be able to carry out an almost instantaneous adjustment.

  in accordance with dynamic changes in the actual torque.

  With a control process guaranteeing the torque control at all times, for example,

  that an electric motor permanently controls

  of the transmissible torque. A possibility to use the electric motor only when necessary, can lead to a clutch torque control by

steps or steps.

  The ordering process must always guarantee

  nence that a setpoint clutch torque intended for each

  time step can be transmitted by the clutch.

  When the clutch torque control is

  fluenced in the sense that weak Am overpressures,

  taken in a determined dispersion band are tolerated

  rees, this means that control movements and consequently the load of the regulating member can

  thus be reduced. The curve 241 of FIG. 15a represents

  feels the calculated setpoint clutch torque, line 242 corresponding to the setpoint clutch torque plus a dispersion strip. The values for dispersion tape 242 result from the landing or step height AM and the conditions under which the established clutch torque must not be able to fall below the calculated clutch torque and that a change in the established clutch torque is only performed in case the

  change exceeds a limit value.

  FIG. 15b shows by way of example an embodiment of a control method according to which the setpoint clutch torque is adjusted above a limit value 243, while, for clutch torque values of setpoint less than or equal to the

  limit value, the clutch torque established takes a

  their may be equal or different from the li-

  moth. Using the dispersion tape and applying

  as for an adequate control, there occurs, in some operating ranges, a defined overpressure, but which

  has the consequence that the positioner action is

  over time and therefore the load on the positioner is therefore also reduced. The method according to FIG. 15b shows that, with low set clutch torques, the minimum clutch torque is established, so that the movements of the positioner, linked to a load of the adjustment system, can be reduced. The minimum clutch torque 243 may depend, for example, on the

  operating point, in particular the trans-

  mission or speed of the gear change, the engine rotation speed, the accelerator position or a braking signal. FIG. 15c shows how the minimum clutch torque can depend on the operating point, the curve 244 being adapted in stages to the dynamic behavior of the operating point and the slave clutch 241 being controlled

adapted accordingly.

  The mode of implementation of the process shown in FIG. 15d leads to a minimum clutch torque which

  depends on the operating point, as well as on a behavior

  the combined step-by-step process

  relative to a dispersion band.

  FIG. 15e illustrates a behavior of the clutch torque prefixed by a minimum clutch torque 243, which however is not achievable in zones with constant value, but is a function of time; more precisely, this minimum clutch torque is adapted by

  a discontinuous function 245 and, for couples em-

  setpoint clutch 241 which are greater than the torque em-

  minimal clutch, almost instantaneous torque control is operated, without any adaptation being made

  relative to a dispersion band.

  Figure 16 shows the usual H-shaped selection scheme for a gear change. In this diagram, we distinguish different sliders or control corridors

  250 and a selection path 251 for choosing the different

  rents lanes 250. The path traveled by the control lever 218 in the lanes 250 is designated by path

  252. The directions of movement for the work

  control jet 252 and the selection path 251 are

  indicated by arrows in Figure 16.

  The position of the control lever 218 can be detected using two potentiometers, in particular linear potentiometers. One of these potentiometers monitors the control path and the other the path of

  selection. For the implementation of the monitoring process

  lance, which can also be incorporated into the device

  the order path and / or the order path

  the election is detected and exploited. The mode of operation of this monitoring method will be described below with reference to the

  Figure 17. This represents, in a diagram as a function of time t, the signal patterns which are of interest for the monitoring method. The

  numbers along the coordinates correspond to a sub-

  any division, internal to the computer, of the detected control path 252. The diagram represents in particular, as a function of time t, a control lever signal

  260 which is directly proportional to the commuting path

request 252 detected.

  The speed shown of the lever signal

  command 260 corresponds to a change of life maneuver

  typical size. About until the moment tl correspond-

  here at 8.3 s, the control lever 218 remains at its

  position. Up to this point, the signal 260 from the lever pre-

  only feels the typical oscillations produced during

  while the vehicle is running. These oscillations or vibra-

  originated in the transmission system

  torque itself and are also excited from the outside, for example by irregularities in a

  pavement. After the instant corresponding to 8.3 s, the le-

  The control panel 218 is engaged in a lane 250, so that the signal 260 rises from an approximate value of 200 increments to approximately 480 increments. This value remains constant for some time. This corresponds,

  either at the user's discretion or at the time required

  to travel a selection path 251. A life

  tesse ou rapport is engaged at the end of the maneuver. The signal 260 of the control lever then rises to approximately 580 increments and then remains approximately constant for some time. This corresponds to the period of time necessary for the synchronization of the transmission ratio to be engaged. Signal 260 then rises to a

  value corresponds to the new gear engaged.

  Signal 260 of the control lever is additionally subjected to digital / analog filtering with a time

  adjustable delay so that a wire signal is obtained

  very 261 which is linearized and late compared to the si-

  control lever 260. At the filtered signal 261 are

  added a constant value and an offset signal

  during the drive torque of the motor unit 202.

  The sum signal thus formed is represented in the di-

  gram of Figure 17 in the form of a com-

parison 262.

  Recognition of a gear change intention is performed as a function of monitoring the time dependencies of the paces or curves of the control lever signal 260 and of the comparison signal 262. As soon as the curve of the lever signal 260 crosses the

  curve of the comparison signal 262, an intensity counter

  change is zeroed and triggered. This ins-

  so much is indicated in the diagram by tl. The value

  counted by the aforementioned counter then increases in function

  computer clock up to a maximum count

  wrong. In this way, an exactly proportioned control time is defined in which the intention to change observed is verified. During this time, the counter can be stopped at any time by incoming control signals and reset. Such control signals can

  be sent by a sensor system connected to the meter.

  The sensors concerned monitor other influence quantities, such as the drive torque, the connected load or the further movement of the lever.

  controls 218. As soon as this sensor system measures values

  their contrary to the change intention noted, a control signal is sent to the change intention counter. The transmission system of

  couple is thus protected against er-

  pervaded by the monitoring method or process described.

  It is only when the exchange intentions counter-

  reached the defined account, without a control signal having been sent, that a signal of intention to change is transmitted to a planned actuation system

following.

  The training will be described in more detail below.

  of the comparison signal 262 with reference to FIG. 18.

  Signal 260 from the control lever is shown

  felt again in this figure, but on a different scale, and the same goes for the filtered signal 261

* generated from it. To form the compa-

  For this reason, the filtered signal 261 is increased by a constant value and an offset signal depending on the drive torque. Constant value must be chosen

  large enough that the signal curve of the

  vier 260 does not cross the curve of the comparison signal

  262 as a result of oscillations of the lever 218 which are ty-

  during operation, while using the vehicle

  automobile, when there is no intention of changing gears. A crossing of the two curves

  would therefore cause a false trigger. In the situa-

  tion described, such a crossing of the two curves must

  be avoided even when the drive torque is

  come to zero, for example because the driver has lifted the foot controlling the accelerator, so that the shift signal also becomes zero. A reduction in the drive torque is carried out, according to the diagram in FIG. 18, at time t2. Following this reduction, the comparison signal 262 corresponds to an intermediate comparison signal 263 which is simply composed of the addition of the filtered signal 261 and a constant value. In this embodiment, the constant value is advantageously accorded to the elasticity of the speed change control linkage and therefore to the amplitude or amplitude of potential oscillation.

  control lever during operation.

  Figure 19 shows the shape of a signal

  control lever 260 during a change-over maneuver

  speed executed extremely slowly. When the change-over maneuver is carried out in a slow manner, the signal from the control lever may not

  not cross the comparison signal. The result in se-

  is that the intention to change is not recognized

  for sure. For this reason, the monitoring process

  lance is additionally supplemented by monitoring - expli-

  quée below - a variation of the control lever, that is to say a variation of the path of this lever in

  function of time. More precisely, the variation of the tra-

  jet of the lever signal 260 is monitored in a fe-

  be temporal within a defined zone located outside the zone where the control lever is not maneuvered, this in order to monitor if the variation of

  observed path descends below a limit value.

  Such an event is recognized as an intention to change

  speed control, regardless of signal speed

  262. In the case illustrated here, the ma-

  change work begins at time t3. The lever path monitoring area extends from a first

  path if up to a second path s2. The tempo window

  The monitoring extends from time t4 to time ts. The path variation observed in this time At within an area s, drops below a memorized limit value, so that a signal

  change intention is issued to the ac-

operations provided below.

  Referring to Figure 20, we will specify below

  after the operating mode of the change intention counter. In the example shown here, a rise occurs at time t5 in the shape of the lever signal 260. This rise has the consequence that the signal 260 of the lever crosses the comparison signal 262. Therefore, the counter change intentions is started at time t5. However, a timer is started in

  same time as the counter. This timer receives a

  general when the rise in the curve of the lever signal 260 is canceled, with the consequence that this signal crosses again - but in the opposite direction - the comparison signal 262. The timer is then stopped and the displayed time is compared with a minimum time saved. In the case

  present, it is noted that the time recorded by the minu-

  terie is less than the memorized time. A control signal is therefore sent to the intention counter of

  change. This counter is thus stopped and reset to zero.

  The rise at time t5 therefore led to the recognition

  change intention and the information counter

  change attempts was therefore started, but there was no transmission of the change intention signal to actuation systems provided afterwards since a control signal was issued during

  limited control time for the advancement of the

  tor. On the other hand, the true intention of change to

  the instant t6 is recognized and exploited in the manner

  write. Shortly after time t6, a signal of intent from

  change is therefore transmitted to action systems

  downstream.

  Figure 21 is a schematic representation of a clutch control system 300 for a vehicle

  automobile. The entire system concerned is made up of

  essentially of the following parts: motor, regulating member 301, constituted for example by an electric positioner or actuator, connection system 302 and system

  transmission 303, formed for example by a clutch.

  The adjusting member 301 is of mechanical, hydraulic or pneumatic type. The planned linkage system

  between the adjusting member 301 and the transmission system

  Torque sion 303, formed by a clutch for example, can be realized as a linkage in the widest sense or as a hydraulic connection means. FIG. 21 shows an embodiment in the form of a hydraulic system in which a master cylinder 304 is connected by a hydraulic line 305 to

a receiving cylinder 306.

  A device providing additional force

  can be accommodated in the emitting cylinder 304 and / or the receiving cylinder 306. This device, designated by

  307, is achievable for example in the form of a res-

  helical or disc spring.

  The torque transmission system 303, a clutch for example, can be a friction clutch

  and / or an automatic adjustment or retrofit clutch

  automatic wear page, such as a SAC clutch.

  An ordering process with adaptation of the circuit

  cooked including the clutch control system, is based on an examination of the different parts or partial systems on possible changes, examination which is

  a prerequisite for successful adaptation.

  So that such an adaptation can be cut

  successful, it is first a question of elucidating which pro-

  problems or effects can play a role in the different

  partial systems or can influence an adaptation

  tion. For this reason, it is necessary to return briefly to the

  components described above and list the main

  main sources of errors or the main areas of

  blematic. The engine torque is usually determined or calculated based on the engine speed and the suction pressure (the angular position of the throttle valve as a replacement) using a

  network of characteristics or characteristic diagram.

  It is also possible to determine the engine torque by

  the solution of an equation or a system of equations.

  Errors in the characteristic diagram and / or in the determination of the suction pressure can cause deviations from the actual torque. In addition, we do not know the couple or couples absorbed by

  ancillary devices. This therefore represents an impreci-

  additional role in determining the torque

  effective guardian. In addition, there are special features of the engine control (idle governor, regulation

  anti-rattling, power cut off)

  wind also lead to erroneous results in the

  termination of the engine torque. It is possible to take into account an adaptation of these peculiarities in the relevant engine control when developing a strategy.

  of adaptation in order to guarantee a suitable determination

  engine torque. With regard to electronic systems relating to the power supply cut-off - which can be provided and is cited by way of example only - it is possible, for example, to process signals which send a signal relating to

  power cut to the electronic management system

  tion of the clutch in order to guarantee a determi-

  nation as exact as possible of the engine torque.

  The regulating member 301 can be produced as an electric positioner. A setpoint path previously supplied, for example from the pressure plate

  the clutch, is transformed in this system into a com-

  control or stroke regulation. For regulation, we

  must know the actual race for

  see adjusting the system without permanent adjustment deviation.

  The actual stroke can be measured and is therefore available for further calculations. From the real stroke, a theoretical real torque Mkréth can be calculated, using a theoretical characteristic of the clutch (we do not have to use the reference stroke and

  to approach the temporal behavior of the system of re-

  glage by a model). Another solution to obtain an additional auxiliary quantity for the adaptation, consists in calculating, by means of the tension and the resistance, a theoretical force of push. This force makes it possible to calculate a second theoretical real torque Mkré2. In case of

  change in the force exerted by the pusher, the change

  This must be reflected in the clutch torque. If this is not the case, appropriate corrections may

  be performed. Another possibility is to exploit-

  ter any forces for the transmission, in which case the instantaneous actual values of the forces can be compared with the corresponding value of the actual torque in order to determine whether there is agreement between the values

  when the clutch is engaged and / or disengaged.

  If a hydraulic system is used as

  connection between the adjusting member and the clutch, the

  system temperature and viscosity of the trans-

  mission play a decisive role. It is also possible to take into account pipe lengths and sections

  of pipes since these quantities are subject to a

  riation in case of temperature variations and diffe-

  temperature and can therefore lead to

  inaccuracies. The pipe connecting the receiving cylinder

  tor and the master cylinder can thus be subjected to expansion, producing a change in length and

  section for example, which would result in the if-

  generalization of an incorrect position of the clutch.

  The torque transmission system can be

  a clutch or the like, in particular an adjustable clutch

  fully automatic. The aforementioned influences can be seen by a change in the pressing forces, that is to say the application of the contacting surfaces against each other, or by a change in the coefficient of friction. The change in pressing forces will be described later. An adaptation can also provide for the change of the coefficient of friction by the energy supply or by the modification of the radius of

  friction as a function of energy supply.

  The adaptation strategy may provide that the

  clutch torque is only suitable from a

  their given minimum, see Figure 22.

  An adaptation of the entire po-

  sitioning of the clutch actuation device (comprising the motor, the adjusting member, a hydraulic system and a clutch) provides for an identification of the contributions of the various partial systems. For this identification, each partial system is analyzed, the possible sources of errors of this partial system can be detected and the consequences of these possible sources of errors can be evaluated and eliminated or reduced. It is also possible to examine which sources of errors or effects are significant and which

can be overlooked.

  Adaptation may include additional fractions

  which are taken into account. "Additive fractions" means the fractions or parts which are

  independent of the absolute value or the amplitude ab-

  solue of the couple. The additive fraction may be due, for example, to ancillary devices (upstream consumers

  clutch). Additive fractions allow this-

  also to compensate for errors in the diagram

engine characteristic.

  Figure 23 shows a schematic model or block diagram which takes into account the additive fraction. Block 40 represents the engine, providing the engine torque Mapp. Block 401 represents the taking into account of

  additive fractions, due for example to ani-

  nexes and errors in the characteristic engine diagram. At junction 402, account is taken of the correction torque Mcor which must therefore be introduced, according to the formula: Mappcor = Mapp - Mcor The moment of inertia of the system is taken into account in block 403. This may mean that 'he is

  only taken into account the moment of inertia of the flywheel

  for example, but also that account is also taken of

  parts of the transmission. In 403 a

  torque corrected in dynamics, which fixes the torque applied

the clutch 404.

  This couple can be corrected or adapted by a multiplicative part. Sources making it necessary to forecast a multiplicative fraction are, for example

  example, the changing value of the coefficient of friction-

  ment, depending on the temperature for example and the

  definitive positioning of springs acting on the lining

  ture and whose flexibility characteristic is then modified. If the coefficients of friction assumed and real differ, the error becomes all the greater as

  the required clutch torque is high. Block 406 re-

  presents the vehicle mass in the block diagram of the

figure 23.

  An adaptation method can be designed so that, in an adaptation according to consumers, it is made so that the clutch torque (Mkcocor)

  is reduced to the point that the clutch begins to slip.

  This can be explained by the fact that the value of Mcor

  (device correction) is increased, according to the equa-

  tion Mkcocor = Kme * (Mapp - Mcor) + Mséc until a slip is established. During this slip phase, the clutch torque can then be increased again according to a prefixed function and always defined exactly (Mcor lowering along a ramp for example), until the slip is reduced. From this behavior, can operate a

  assessment of the consumer concerned, assessment or weighting

  ration which is achievable without stopping, only once

  or a few times per sliding cycle.

  In the ideal case, where the characteristic

  tive of the clutch agrees with the characteristic sup-

  set, the Mcor value contains the fraction of torque

  consumed or consumed by consumers

  care. On the basis of this evaluation or calculation, or taking into account an error in the engine torque, information can be provided regarding the

  coefficient of friction. Since there is no consumption

  negative mateurs, consumers become negative by

  adaptation, can also be adapted or interpreted

  tees as too low a coefficient of friction. In addition, the torque absorption by the various consumers is limited, it being understood that the absolute amplitude concerned does not have to be known. Exceeding a limit value can therefore be interpreted as a

  too high coefficient of friction.

  The setting of a barrier or a limit

  avoids, if it is chosen suitable-

  ment, that the value is chosen too high and that a change in the coefficient of friction is not detected until too late. We can also avoid, if the limit is too low, that changes in the

  additional consumers are interpreted as a change

coefficient of friction.

  It may be advantageous to only carry out the adaptation in traction mode, in which case it

  should be performed above a minimum torque.

  This simple adaptation method, see also FIG. 14, results in a division of the adaptation model into an additive fraction (consumers and the like) and a multiplicative fraction by

  the simple fixing or indication of limits. Inside

  laughing at the limits, the fraction is supposed to be additive,

  while outside the boundaries it is considered

  as multiplicative or the consequence of

  errors or errors having other causes, errors in the

engine torque for example.

  An error or a disturbance in the couple

  ! 5 motor is thus assigned to consumers or to the

clutch characteristics.

  Figure 24 gives an example of an implementation mode for an estimation or evaluation of fractions

  additive and multiplicative during sliding phases-

  in different load situations.

  Curve 450 indicates the rate over time of the corrected clutch torque. Curve 451 indicates the time course of the motor speed nmot and the curve

  452 indicates the speed over time of the rotational speed

  tion at the entrance to the gear change nch.

  At the start of the illustrated observation moment

  in this example, the motor speed 451 is approximately

  vement equal to speed 452 at the start of the change of

  speed. The corrected clutch torque has a light look-

decreasing over time.

  A sliding phase takes place in the

  453 time interval where the motor speed 451 is

  little higher than the speed of entry of the change of life

  tesse. After detecting the slip phase, the clutch torque 450 is increased. Around instant 456, the speed 451 of the motor reaches a relative maximum then

  the increase in the clutch torque lowers the speed

engine size.

  At the start of time interval 454,

  due to an excursion in the sense that a short-term increase in engine speed is triggered. There is no

  adaptation in this phase and the speed 452 of the change

  speed control follows engine speed 451 with a re-

late in time.

  The time interval 455 corresponds, as

  the interval 453, at a sliding phase.

  As adaptation according to consumption

  torers always bring the system, or can bring it, to the slip limit, it is possible in addition to exploit the sliding phases during which the total pressing is modified or modified, which means that the torques set point for the clutch or the

  torque transmission are found at different levels

  rents, as shown for example by another engine torque and / or other load situations. A

  prerequisite for this is that the consumer e-

  has not been changed, which means that too long a period between the sliding phases

  turns out not to be very supportive.

  If the value relative to the consumers does not change in different load situations, such as for example during the sliding phases 453 and 455, it can be considered that the coefficient of friction assumed and / or determined and / or calculated corresponds to the coefficients of

actual clutch friction.

  In such a case, the coefficient of friction

  can be corrected or a correction can be made.

  This mode of implementation has the advantage of

  put a division into an additive fraction and a fraction

multiplicative tion.

  If a change occurs at the consumer level while the adaptation takes place, it is not possible to distinguish properly between a change in the coefficient of friction and a change at the consumer level, a defect that can be com-

  thought to a large extent by the increase in the fre-

of the adaptation process.

  It is also possible to carry out an adaptation

  tion in the constant phase following modifications

  charge cations, a phase which, due to long spa-

  cements possible over time, can be combined with

other coping strategies.

  An adaptation of the multiplicative fraction is also possible in dynamic ranges or when, for example, an excursion and / or when the vehicle leaves. In case of sliding, we have Pre w

Mapp - Mcor- * Mkcocor = J * d -

Pthéo dt

  This equation makes it possible to determine the inconstant quantities

  naked, Pré and Pthéo being respectively the coefficient of

  real friction and the coefficient of friction theo-

risk.

  This pro- file will be explained in more detail below.

  yielding adaptation with reference to FIG. 25. This shows the temporal behavior of the applied torque 500, of the real clutch torque 502, of the rotation speed

  501 motor, J * dw / dt 503, rotational speed

  tion 504 at the speed change and torque input

corrected reference clutch 505.

  In phase 506, where the applied engine torque 500 is constant, a change in J * d,) / dt 503 must be correlated with a change in the corrected setpoint clutch torque in the event that the corrected clutch torque 505 does not change. This condition is however fulfilled in most situations since consumers

  generally do not exhibit a change in a

  lai also short. If these changes are not correlated, that is to say if a change in the corrected setpoint clutch torque 505 does not cause a change in J *

  dwo / dt (503), the coefficient of friction must be

  rigged accordingly; if the change of 505 is greater than that of 503, the coefficient of friction

  risk must be lowered because the coefficient of friction

  real value is smaller than the assumed value. In

* if not, proceed accordingly.

  This method calculates or deter-

  directly undermine the value of the coefficient of friction.

  For this reason, we can calculate the amplitude of the

  their relative to the ancillary consumers at a time when the gradient of the engine speed is zero, as for example at positions 507, since the engine torque is known. We then have: Pré Mcorr = Mapp - - -Mkcocor Pthéo As the adjustment member is between the calculated setpoint torque Mkcocor 505 and the actual effective torque of the clutch 502 and as the adjustment behavior cannot generally be neglected, one can model the adjustment member in order to further increase

  the quality of adaptation in dynamic situations

  mics. If it is a positioner driven by a motor

  electrical electronic management system

  clutch, it is possible to calculate a theoretical real torque 502 from the actual measured stroke, for example in the master cylinder, as well as from a characteristic. This theoretical couple can be used

  instead of the setpoint torque and designated by Mkré 502.

  We thus bypass the dynamic fraction produced by the

  stroke regulation. This adaptation process is par-

  particularly advantageous in all walking situations where slipping occurs. It is also advantageous that a division into a multiplicative fraction and an additive fraction is possible. Another possibility of adaptation is offered by identifying the multiplicative fraction by

  the evaluation of rotation speeds from the vehicle

  cule. This simple possibility to identify the frac-

  Additive and multiplicative is to operate a vehicle departure process. When the engine is still idling, the driver not pressing the accelerator, the torque provided by the engine is used by the clean supply and the compensation of the ancillary devices. The assumed value of the engine torque in this situation can therefore be considered as

  benchmark for the value of the corrected torque. At the

  On the other hand, when the driver presses the accelerator, the engine speed reached is evaluated and operated up to a certain moment. The engine speed is related to the clutch torque applied, which is formed from the current engine torque minus the engine torque shortly before the accelerator is operated. A table is used to check whether the motor speed associated with the applied motor torque corresponds to the actual effective motor speed. In the event of relatively large deviations, there is a change in the friction coefficient and the coefficient contained in the control computer can then be

corrected accordingly.

  FIG. 26 represents as a function of time the applied motor torque 510 and the motor speed 511 as well

  as speed 512 at the entry of the speed change.

  Before instant 517, the vehicle is at the

  slow motion and the absorption of power or torque by the ancillary devices is evaluated using the values in

  zone 513. In the zone following instant 518, the-

  which is set after an acceleration phase, a setpoint motor speed 514 can be determined from

  the value of the applied motor torque, which can be compared

  value (515) with the actual value 511 of the motor speed, so that an estimate of the coefficient of friction can be made. This way of proceeding authorizes the division into a multiplicative fraction and an additive fraction, without there being any effects in the case of a dynamic change of the regulating member. The adaptation according to this process has above all the particularity that it is

  only possible at the start and an error in the

  engine torque can influence the adaptation.

  Another possibility for an adaptation process

  tion lies in the identification of all the characteris-

  tick using specific support positions. This possibility, offered for systems comprising a detectable adjustment variable such as the position of the

  declutching system or the declutching stroke, is ap-

  advantageously plicable for calculation when the couples absorbed by consumers and / or

  device losses are approximately known at

  goal of a dynamic adaptation of the adaptive part.

  The offset signal could also be calculated in the event that the couples absorbed by the ancillary consumers

  and device losses are not known, the determination

  mination is then carried out by digital processes.

  To identify the characteristic, we compare

  at specific points in the race or at

  determined points of the characteristic, the torque em-

  theoretical clutch calculated 520, corresponding to this point, with that of the characteristic of the clutch and the

  real race 521. In case of deviation, the points of ap-

  then would be corrected incrementally according to: Membthéo = Mapp Mcor - J * d (o / dt Figure 27 shows, from the value

  real 522, in a time window 523, a change-

  ment of the actual stroke of the adjusting member, with detection of the motor speed 524 and the speed 525 of the speed change. Using the support points 526, it is possible to determine, from the actual stroke

  and knowing the characteristic of the trans-

  torque mission, the clutch torque calculated 520 cor-

  respondent, which can be compared with the torque em-

  real clutch. FIG. 27 represents these quantities as a function of time, the support points 526 being able to be defined using indications of the place of travel of the adjustment member and the spreading of the various support points s' performing according to the speed of adjustment of this member. FIG. 28 represents a characteristic of the clutch 530 with support points 531 at which the clutch torque is determined or calculated. This figure also shows the adaptation zone 532, which does not necessarily cover the entire extent of the characteristic of the clutch; it may be advantageous in this respect that the torque domain above a limit value 533

  be adapted and that an adaptation below this

  uses a minimum value such as that proposed for example with reference to FIGS. 15a to 15e. Such an adaptation may be independent of the principle appearance

  memorized characteristic, which compensates for er-

  of the theoretical characteristic.

  The adaptation of the support points therefore also has consequences on operating ranges which

  are not located at the support points, but an extrapo-

  lation is necessary in these ranges since the points

  are not used obligatorily.

rement.

  Figure 29a shows schematically a trans-

  mission of a vehicle comprising a power unit 600 and a torque transmission system 601 mounted following this unit on the force transmission path. The torque transmission system is itself

  followed by an automatic gear change 610 shown

  felt in the form of a shift type

  belt or chain and conical pulleys, without this

  streigne general applicability. It can also be

  a continuously variable speed change

  tick, for example of the type with wheels or friction rings.

  The gear change shown is essential

  partly formed by a variator which consists of two pairs of conical pulleys 602a, 602b and 603A, 603b,

  as well as a winding means 604.

  The variator of this speed change of the belt or chain and conical pulley type is followed by at least one stage with a fixed transmission ratio 605,

  acting in turn on a differential 606.

  Figure 29b shows a semi- construction

  except that the 611 transmission system is

  posed here, on the force transmission path, at

  following gear change 610, formed by a shift

laughter for example.

  The pressing of the winding means or flexible link against the surfaces with which it is in contact, is chosen so that this link cannot

  start skating compared to the sets of pulleys

  picnics. A control system for this purpose controls the pressing of the link 604 between the pairs of conical pulleys so as to prevent slippage because it could

  cause local degradations up to the

link construction.

  When the applied torque is changed, an adaptive control can adjust or prefix the

  transmissible torque and a change in the operating point

  operation cannot cause the link to slip, consisting for example of a chain. Pressing or applying the link against

  surfaces with which it is in contact, must be made

  kill with excess, that is to say with an overpressure in order to avoid slippage as a result of an applied torque which

  is briefly increased, for example in the case of vibra-

  torsional in the transmission.

  The command or the control of the pressing of the link should be carried out with as little overpressure as possible since an overpressure results in friction losses and consequently low efficiency as well as increased fuel consumption. One too

  sharp reduction in overpressure can, however,

  drag the risk of link slippage.

  The previously described fluctuations in the torque applied and to be transmitted by the drive can be calculated and taken into account by a process

  control since a dependence on the operating point-

can be adapted.

  On the outlet side, may occur in

  in addition to unexpected torque surges, for example at least

  where the vehicle passes - while the wheels are turning - from an icy section of roadway to a section of roadway offering good grip. In this situation, on the exit side, there is a sudden

  torque which cannot be calculated in advance. Such a to-

  blow is not calculable in its temporal course,

nor in amplitude.

  In order to protect the drive against such

  shots in the transmitted torque, there is interposed in the transmission, according to Figures 29a and 29b, a torque transmission system 601 or 611 which is commanded or controlled so that the torque transmissible by it is always less than the torque transmissible by the variator . Control of the transmissible torque by the system

  teme 601 or 611 ensures, at each operating point-

  ment, that the torque transmissible by the variator is greater than that transmissible by the

  torque transmission. The latter therefore constitutes

  quent an overload coupling whose torque is as-

  served and which can be ordered adaptively in

  each operating point. With the command adapta-

  of the torque transmission system, the pressing of the link wrapping around the pulleys can be reduced by

  way that the safety margin to protect the pati-

  link swimming is reduced. The efficiency of the gear change can thus be increased without this presenting a

  risk to the operational reliability of the drive.

  The torque transmission system is applied

  cable as an independent safety clutch and / or a

  reverse gear clutch and / or a shift clutch

  riveting or bridging a torque converter or

  also, in addition, as a clutch for the adjustment

drive.

  The installation on the output side of the trans-

  torque mission is particularly advantageous because jerks in the load, coming from the side of the

  exit, are perceived earlier than if this system were ins-

  mounted on the drive side since, upon introduction

  additional torque for example, the masses turn-

  nantes of the dimmer also produce their effect.

  A layout of the transmission system

  side of the outlet further provides the advantage that at the

  when the vehicle is stopped, the variator turns when the engine is running and a rapid changeover maneuver

  speed and / or a stop maneuver can thus be ef-

made with more speed.

  If the torque transmission system is installed on the output side, the transmission ratio of the drive and the losses must be taken into account in determining and / or calculating the torque.

engine applied.

  The invention is not limited to the embodiments shown and described, but covers in particular

  also variants achievable by the combination of

  characteristics or elements described with reference to the present invention. In addition, different characteristics

  or different operating modes described in ref-

  reference to the figures, can also, taken individually-

  represent an autonomous invention.

  The plaintiff therefore reserves the right to

  sell yet other characteristics having an im-

  essential lift for the invention, hitherto described only in the foregoing, in particular in

  reference to figures. The claims filed

  together with the request are therefore simply formulation proposals without prejudice to obtaining

  greater scope of protection.

Claims (167)

  1. Method for controlling a trans-   couple mission with or without branching of the power-   sance, in particular for motor vehicles, charac-   terized in that a clutch torque, transmissible from a drive side to an output side of the torque transmission system, is used as control quantity, which control quantity is calculated   and / or determined as a function of a drive torque.   2. Method for controlling a trans-   couple mission with or without branching of the power-   sance, which controls the transmissible torque from one side   dragged to an output side of the torque transmission system and includes a sensor system for reading measured values and a central control or monitoring unit   calculation in conjunction with it, characterized in that the com-   control or torque control transmissible by the system   torque transmission diagram includes the calculation of the   transmissible torque as a function of a driving torque   ment, its adaptation and its control, deviations from the ideal state being compensated in the long term by corrections.   3. Method for controlling a trans-   torque mission, in particular for motor vehicles   biles, which is provided downstream of a driving machine on the force transmission path and is upstream and / or downstream of a device with variable transmission ratio on the force transmission path,   torque transmission which controls the transmitted torque   sible from a drive side to an outlet side of the system   torque transmission device and includes a control or calculation unit which is in communication link   signals with sensors and / or other electrical units   tronic, characterized in that the control of the transmissible torque by the torque transmission system comprises the calculation of the transmissible torque and its adaptive control according to a drive torque and deviations from the ideal state being compensated long term by corrections.   4. Method according to at least one of the claims   1 to 3, characterized in that the order quantity is controlled or controlled by means of a   setting to which a variable is supplied beforehand   slippery functionally dependent on clutch torque   transmissible, so that the clutch torque trans-   missible is always inside a tolerance band that can be prefixed on either side of a   slip limit, which is reached when the ac-   torque applied on the drive side exceeds the   clutch torque transmissible by the transmitting parts trices of the couple.   5. Method according to at least one of the claims   1 to 4, characterized in that the torque transmitted-   sible by a torque transmission system, such as a   friction clutch and / or a hydrodynamic converter   torque mic, with or without converter bypass or bridging clutch, and / or a starting clutch   for automatic gear changes and / or an em-   reverse shift clutch and / or a shift system   torque mission planned upstream or downstream of a change-   continuously variable speed, such as a change   continuously variable speed control of the belt or chain type and bevel pulleys, is controlled, depending on a drive torque, so that, in the case of systems with ramification of power, such as a hydrodynamic torque converter with a converter lock-up clutch, the torque transmissible by the clutch is determined according to the torque equation Membco = Kme * Mapp l for Kme <1 Mhydro = (1 - Kme) * Mapp J Membco = Kme * Mapp for Kme> 1 Mhydro = O0 o Kme = torque distribution factor Membco = set clutch torque Mapp = applied torque Mhydro = torque transmissible by the hydrodynamic converter and a torque difference between the Mapp torque applied by the equipment engine to the torque transmission system and the Membco torque transmissible by the clutch being transmitted by the hydrodynamic converter, minimal slip between the drive and the output of the   automatic torque transmission system   as a function of the torque distribution factor Kme and of the deviations from the ideal state being   adaptively detected and compensated for in the long term.   6. Method according to at least one of the claims   1 to 5, characterized in that the control of the transmissible torque by the torque transmission system as a function of a drive torque comprises, in the case of systems without ramification of the power, such as for example d '' a friction clutch and / or a starting clutch and / or a reverse gear clutch and / or a torque transmission system for a change of   automatic speed or a gear change to va-   continuous riation of the belt or chain type and bevel pulleys, the determination of the torque transmissible by the friction clutch or the starting clutch according to Membco = Kme * Mapp and, for Kme> 1, a defined overpressure of the parts   couple transmitters against each other.   7. Method according to at least one of the claims   1 to 6, characterized in that the command or control of the torque transmissible by the torque transmission system as a function of a drive torque includes, in the case of systems without ramification of the power, as for example a friction clutch and / or a starting clutch and / or a reverse gear clutch and / or a torque transmission system for an automatic gear change or a continuously variable speed change of the belt or chain and bevel pulley type, the determination of the transmissible torque by the friction clutch or the starting clutch according to Membco = Kme * Mapp + Mséc   and, for Kme <1, a fictitious ramification of the power-   sance by a subordinate control loop which simulates the behavior of a hydrodynamic converter mounted in parallel, part of the transmissible torque being controlled by the torque control and the remaining part of the torque being supplied as a function of the slip by the   through a safety torque Mséc.   8. Method for controlling a trans-   torque mission according to claim 7, characterized   in that the safety torque Mséc is adjusted accordingly tion of an operating point.   9. Method for controlling a trans-   torque mission according to claim 7 or 8, character-   laughed in that a safety torque Mséc is determined and / or controlled as a function of the slip An and / or the position d of the throttle valve according to Mséc = f (An, d).   10. Method according to one of claims 7 to 9,   characterized in that the safety torque Mséc is de- completed and / or ordered according to Msec = const. * Year.   11. Method according to at least one of the claims   1 to 10, characterized in that the repair factor   torque distribution Kme is constant over the entire range of transmission operation.   12. Method according to at least one of the claims   1 to 10, characterized in that the repair factor   Torque distribution Kme takes on an individual deter-   mined from the instantaneous operating point and / or takes at least in a zone or partial range of the operating range a value each time constant.   13. Method according to at least one of the claims   1 to 12, characterized in that the value of the factor   torque distribution Kme is included in a rela-   functional function dependent on the speed of rotation   drive and / or vehicle speed.   14. Method according to at least one of the claims   1 to 13, characterized in that the value of the factor   of torque repair Kme depends only on the vi-   rotation speed of the engine equipment.   15. Method according to at least one of the claims   tions i to 14, characterized in that the value of the torque distribution factor Kme depends, at least in one   partial range of the entire operating range   both the speed of rotation and the torque engine equipment.   16. Method according to at least one of the claims   1 to 15, characterized in that the value of the factor   torque distribution Kme depends on both the vi-   output rotation and torque of the engine equipment.   17. Method according to one of claims 1 to 16,   characterized in that, at each instant, a couple em-   set target clutch is transmitted by the system torque transmission.   18. The method of claim 17, character-   risked that the transmissible clutch torque is sufficient   used for the set clutch torque.   19. The method of claim 17, character-   risked that the transmissible clutch torque is sufficient   served with taking into account a low AM overpressure contained in a dispersion band compared to the set clutch torque.   20. The method of claim 19, character-   laughed at the fact that AM overpressure depends on the operating point operation.   21. The method of claim 19, character-   rised in that the operating range is divided into zones or partial ranges and the pressing of the torque transmission parts against each other is fixed for each partial range.   22. The method of claim 20, character-   This is because the pressing and / or the transmissible clutch torque are controlled over time.   23. The method of claim 17, character-   risk that the transmissible clutch torque at   blir does not go below a minimum value Mmin.   24. The method of claim 23, character-   in that the minimum torque Mmin depends on the operating point and / or the partial range of the range of operation and / or time.   25. Method according to at least one of the claims   tions 17 to 24, characterized in that the control of   torque is achieved by means of a combination of an as-   variable service over time and specific to a   operating point, and a minimum value.   26. Method according to at least one of the claims   1 to 25, characterized in that a function point   operation or operational status of a   torque transmission and / or internal combustion engine   dull is determined from the variables determined from the measured signals or calculated, for example by   dependent on the engine speed and power   angular position of the throttle valve, as a function of the engine speed and fuel flow, as a function of the engine speed and the vacuum in the intake manifold, as a function of the engine speed engine and injection time or as a function of temperature and / or coefficient of friction and / or slip and / or load lever   and / or the load lever gradient.   27. Method according to at least one of the claims   1 to 26, characterized in that, if it is a torque transmission system combined with an internal combustion engine arranged on the drive side, the drive torque supplied by the internal combustion engine is determined at from at least one of the operating point variables, which are the engine speed, the angular position of the throttle valve, the fuel flow rate, the vacuum in the manifold   intake, injection time and temperature.   28. Method according to one of claims 1 to 27,   characterized in that the torque Mapp * Kme applied on the drive side to the torque transmission system, is influenced and / or varied according to a dependence taking into account the dynamics of the system, the dynamics of the system being able to be caused by the dynamic behavior due to moments of mass inertia and / or angles   and / or depreciation elements.   29. Method according to at least one of the claims   1 to 28, characterized in that means are provided to restrict and / or influence the dynamics of the system in a controlled manner.   30. The method of claim 28 or 29, characterized in that the system dynamics for influencing Mapp * Kme is carried out in the form of a gradient limitation.   31. The method of claim 30, character-   rised in that the gradient limitation is achieved as a limitation of an allowable increment.   32. Method according to claim 30, character-   rised in that the gradient limitation is achieved by comparing the temporal variation and / or the time varying rise of a signal with a ramp or a maximum permitted ramp function and, in case of exceeding the maximum increment allowed, replacement   of the signal by a substitution signal which is incremented   lied with a previously defined ramp.   33. Method according to claim 28, character-   laughed at in that the influence exerted on the dynamics of the   system is designed according to the principle of a dynamic filter   mique or variable as a function of time, the constants of   characteristic times and / or amplifications being   time-dependent and / or dependent on the point of function operation.   34. Method according to claim 31, character-   laughed at in that the dynamics of the system is taken into   account and / or processed by a PT1 filter.   35. Method according to at least one of the claims   tions 28 to 34, characterized in that the dynamics of the system   tème has the distinction of presenting a limitation of the maximum.   36. Method according to at least one of the claims   28 to 35, characterized in that at least two means for influencing the dynamics of the system, such as for example a   gradient limitation and a filtering stage, are available laid in series.   37. Method according to at least one of the claims   28 to 36, characterized in that at least two means for influencing the dynamics of the system, such as for example a   gradient limitation and a filter, are arranged in pa- rally.   38. Method according to one of claims 1 to 37,   characterized in that the dynamics of the internal combustion engine and the dynamics of associated consumers are   taken into account in determining the torque dragging Mapp.   39. Method according to claim 38, character-   in that the moments of mass inertia of the moving masses and / or of the elements concerned are used to take into account the dynamics of the internal combustion engine.   40. Method according to claim 38, character-   risky in that the injection behavior of the internal combustion engine is used to take into account the dynamics of this engine.   41. Method according to at least one of the claims   tions 1 to 40, characterized in that deviations from the ideal state are compensated in the long term by taking account of additional consumers and / or correcting and / or compensating for disturbances and / or sources of disturbance.   42. The method of claim 41, character-   in that the torque applied on the input side to the torque transmission system is detected and / or calculated as a difference between the engine torque Mmot and the sum   couples absorbed or branched from consumers an-   nexes, which include at least, essentially, an air conditioning system and / or a generator and / or a servo pump and / or a pump for the power steering.   43. Method according to claim 42, character-   laughed at in that to determine the value of the mo-   Mmot tor, system variables such as engine speed and angular throttle position, engine speed and fuel flow, engine speed and vacuum are used the intake manifold, the engine speed and the injection time or the engine speed and the charge.   44. The method of claim 43, character-   laughed at in that the engine torque Mmot is determined using system variables from a network of engine specifications.   45. Method according to claim 44, character-   laughed at the fact that, to determine the engine torque Mmot, system variables are used and the engine torque is determined by the solution of at least one equation or of a system of equation (s).   46. Method according to claim 43, character-   laughed at the fact that the absorption of couples by consumers   ancillary values is determined from measured quantities   rees, such as measured voltage and / or current values of the generator, and / or from switching signals of additional consumers and / or from other signals indicating the operating state of the additional consumers.   47. The method of claim 46, character-   laughed at the fact that the absorption of couples by consumers   annexed values is determined using measured quantities   based on diagram characteristics of consumption relevant annexers.   48. The method of claim 43, character-   laughed at the fact that the absorption of couples by consumers   annexed tutors is determined by the solution of at least   an equation or system of equation (s).   49. Method according to at least one of the claims   1 to 48, characterized in that the clutch torque   corrected transmissible can be determined according to the equa-   tion of Membco = Kme * (Mapp - Mcor) + Mséc   and the Mcor corrective torque results from a cor-   rection which depends on the sum of the couples absorbed by ancillary devices.   50. Method according to one of claims 1 to 49,   characterized in that it includes a correction of per-   turbations having effects on input quantities system measurable.   51. Method according to at least one of the claims   previous tions, characterized in that quantities   measurable disturbances are detected and / or identified   trusted and at least partially offset and / or corrected   gees by an adaptation of parameter (s) and / or by a adaptation of the system.   52. Method according to one of the preceding claims.   teeth, characterized in that input quantities me-   system surables are used to identify disturbing quantities and / or to correct and / or compensate them at least partially by an adaptation   of parameter (s) and / or an adaptation of the system.   53. Method according to at least one of the claims   previous tions, characterized in that quantities   input to the system, such as temperatures,   rotational braids, the coefficient of friction and / or the   slip, are used as quantities for iden-   tify a disturbing quantity and / or correct it and / or   at least partially compensate for it with an adap-   tation of parameter (s) and / or an adaptation of the system.   54. Method according to at least one of the claims   tions 50 to 53, characterized in that it comprises a com-   thinking and / or correcting disturbing quantities   measurable by adapting the network of characteristics engine ticks. * 55. The method of claim 54, character-   This is due to the fact that, from a comparison between the set clutch torque and the actual clutch torque, a characteristic correction diagram is produced and a correction value is determined for the operating point concerned which is additively combined.   with the value of the engine torque obtained from the   bucket of engine specifications.   56. The method of claim 55, character-   laughed at the fact that, on the basis of a deviation observed at an operating point, analyzes are triggered   and / or actions to calculate and / or determine de-   viations and / or correction values at other operating points throughout the range of operation.   57. Method according to claim 55, character-   laughed at the fact that, on the basis of a deviation observed at an operating point, analyzes are triggered   and / or actions to calculate and / or determine de-   viations and / or correction values at other operating points within a limited operating range.   58. The method of claim 56, character-   laughed at in that the analyzes and / or actions to determine   and / or calculate deviations and correction values   tion in the other operating points take into account all or a limited part of the operating range.   59. Method according to claims 56 to 58,   characterized in that the analyzes and / or actions for calculating deviations and correction values at the other operating points cover only   partial ranges around the operating point ac- tuel.   60. Method according to claims 56 to 59,   characterized in that the analyzes and / or actions for   ending and / or calculating deviations and / or correction values at the other operating points are effected using weighting factors assigning different values or weights to different parts   of the entire operating range.   61. The method of claim 60, character-   laughed at in that the weighting factors are chosen   and / or calculated according to the operating point.   62. Method according to claim 60 and / or 61,   characterized in that the weighting factors depend   tooth of the nature of the disturbing quantities and / or of the cause of the disturbance.   63. Method according to at least one of the claims   54 to 62, characterized in that, after determining   correction value and / or after the weighting   correction characteristic diagram, a com-   behavior over time is printed at the value of cor- rection.   64. The method of claim 63, character-   laughed at in that behavior over time is deter-   undermined by a clock frequency of a sampling of the correction value.   65. Method according to claim 63 and / or 64, characterized in that the behavior over time is   determined by at least one digital and / or analog filter gic.   66. Method according to at least one of the claims   tions 56 to 65, characterized in that the behavior over time is varied for disturbing quantities   and / or different sources of disturbance.   67. Method according to at least one of the claims   tions 56 to 66, characterized in that the behavior in   the time is chosen according to the value of the corrections tions.   68. Method according to at least one of the claims   tions 56 to 67, characterized in that the driving torque   It is adapted according to an adaptation method using a greater or a smaller time constant than the time constant of the clutch torque adaptation method.   69. Method for controlling a transmission system   torque mission according to claim 64, characterized in that the time constants are included in a   range from 1 s to 500 s, but preferably in a do-   maine from 10 s to 60 s and in particular, preferably, in an area from 20 s to 40 s.   70. Method for controlling a transmission system   torque mission according to claim 64, characterized   in that the time constant depends on the point of function operation.   71. Method for controlling a transmission system   torque mission according to claim 64, characterized in that the time constant is chosen or determined   differently in different operating ranges.   72. Method according to at least one of the claims   tions 50 to 71, characterized in that it comprises a com-   thinking and / or correcting disturbing quantities   measurable by adapting the trans-   reverse fert of a transmission unit with regulating member.   73. Method according to at least one of the claims   above, characterized in that disturbing quantities which can be measured indirectly, such as   particular, the aging and dispersion of different   parts of the torque transmission system are detected because a few characteristic quantities of the torque transmission system are monitored and, as a function of this monitoring, the parameters actually disturbed are detected and corrected, and / or that sources of virtual disturbances, likely to be switched on and in the form of program modules, are used to correct and / or compensate   the influence of disturbing quantities.   74. Method according to at least one of the claims   above, characterized in that disturbances   due to non-measurable influence quantities, such as the dispersion of the different parts or the   aging, are detected by deviations of of the system.   75. Method according to one of the preceding claims.   teeth, characterized in that disturbances such as dispersions or aging, or other   influence quantities which cannot be measured are not detected   tees from measurable input quantities, but are   only detected by observing system reactions teme.   76. Method according to one of claims 73 to   , characterized in that the deviations of variables and / or observations of system reactions are measured directly and / or calculated from other quantities   measured in a process model.   77. Method according to claim 76, character-   laughed at the fact that deviations from calculated process models are detected using   reference characteristic diagrams and / or unique reference characteristic magnitudes of the system.   78. Method according to at least one of the claims   73 to 77, characterized in that, for the correction   and / or compensation for a disturbance observed   nant of non-measurable input quantities, a source of disturbances is located and / or a source of disturbances is determined and the deviations on these   sources of disturbance are corrected and / or compensated.   79. Method according to at least one of the claims   73 to 78, characterized in that, for the correction and / or compensation of an observed disturbance, a fictitious source of disturbances is determined, which is not   not necessarily the causal responsible for the disruption   bation, on which the detected deviation is corrected.   80. The method of claim 78 or 79, ca-   characterized in that the source of disturbances determined   is a functional block actually present.   81. The method of claim 78 or 79, ca-   characterized in that the source of disturbances determined   is a virtual disturbance model, the correct action being maintained.   82. Method according to at least one of the claims   73 to 81, characterized in that the time course of the actual clutch torque is monitored and analyzed to find out whether information on the nature of the fault and / or the recognition of the source of interference   and / or the location of the source of disturbances can be provided.   83. Method according to at least one of the claims   tions above, characterized in that the adaptive correction of the disturbing quantities is carried out permanently.   84. Method according to at least one of the claims   previous actions, characterized in that the correction   adaptive of the disturbing quantities is operated alone-   at certain operating points and / or   operating ranges and / or time ranges completed.   85. Method according to at least one of the claims   previous actions, characterized in that the adaptation   can also be active when the command is inactive tive.   86. Method according to at least one of the claims   previous tions, characterized in that the adaptation is not carried out in particular operating ranges, such as for example, in particular, during strong acceleration.   87. The method of claim 86, character-   rised in that, in the operating ranges where the adaptation is inactive, the correction values of the disturbing quantities noted in the operating ranges, determined previously, are applied, o adaptation is active.   88. The method of claim 86 or 87, ca-   characterized in that, in operating ranges where the adaptation is inactive, the values of   correction of disturbing quantities which are extrapo-   readings of correction values coming from operating ranges, determined previously, o the adaptation is activated.   89. Method according to at least one of the claims   73 to 88, characterized in that it includes the adapta-   tion of virtual disturbance models and / or large   disruptive virtual disturbers for the area of engine torque and / or for the area of net engine torque, after taking into account additional consumers, and / or for the setpoint clutch torque.   90. Method according to one of claims 73 to   89, characterized in that the transfer function in-   pouring from the transmission unit, with adjusting device,   is used or applied as a source of interference virtual tions.   91. Method according to at least one of the claims   above, characterized in that the engine specification network is used as the source virtual disturbance.   92. Method according to at least one of the claims   tions, characterized in that it includes the use of virtual disturbance sources to   define disturbing quantities whose underlying causes   ginal are not localizable, such as dispersions at the level of manufacturing tolerances different rooms.   93. Control method for a torque transmission system with or without power branching, characterized in that a clutch torque transmissible from a drive side to an output side of the torque transmission system is used as a quantity of control and this control quantity is controlled or controlled by means of an adjustment member   to which is applied beforehand a quantity of   slip functionally dependent on clutch torque   transmissible, so that the clutch torque trans-   missible is always inside a tolerance band that can be prefixed on either side of the   skating limit, this skating limit being at-   tint exactly when the action of a couple applied   drive side exceeds the clutch torque transmitted-   sible by the torque transmitting parts.   94. Ordering method according to one of the claims   above, characterized in that the control variable applied beforehand to the control member is   a value corresponding to the clutch torque transmitted-   between the torque transmitting parts of the system torque transmission teme.   95. Ordering method according to one of the claims   previous tions, characterized in that the adjustment variable is determined as a function of a transmissible clutch torque and that, to calculate this transmissible clutch torque, the difference is established between a value of drive torque and a corrective quantity, this quantity corrective being increased or reduced in   function of at least one variable of the transmission system   torque. 96. Control method according to claim   , characterized in that the corrective quantity is   terminated according to a sliding rotation speed   or differential between a drive speed and an output speed, the corrective quantity being increased as long as the speed   slip is less than a slip limit value   which can be prefixed, and the corrective quantity   being reduced as long as the sliding speed is higher   less than this slip limit value, or to a   other sliding limit value which can be prefixed.   97. Control method according to claim 96, characterized in that the corrective quantity is   incrementally increased as long as the rotational speed   slippage is less than the limit value of   slip mentioned first, and the correct size   is reduced in stages as long as the speed of ro-   slip ratio is greater than one or the other slip limit value, the different stages being separated by holding phases of adjustable duration, at   within which the corrective magnitude is main-   constant hold at the value established each time at the start of the maintenance phase.   98. Ordering method according to one of the claims   95 to 97, characterized in that the times in the-   which the drive rotation speed exceeds the output rotation speed by a defined sliding speed are detected as sliding phases and   that the corrective quantity is brought to a defi   denies after the end of each sliding phase.   99. Control method according to claim   98, characterized in that the times in which the life   drive rotation size exceeds the output rotation speed of a defined sliding speed are detected as sliding phases and that the corrective quantity at which the sliding speed   takes its maximum value is stored in an internal memory   intermediate, the current corrective quantity being replaced   placed by the corrective quantity stored after the end of each sliding phase.   100. Ordering method according to one of the claims   cations 95 to 99, characterized in that the quantity cor-   rectifier is kept constant, for a period of time   before being fixed at the value it presents after the end of each sliding phase.   101. Order process according to one of the claims   95 to 100, characterized in that it includes the appli-   cation prior to the adjustment member of a reference value according to a characteristic diagram or a characteristic which covers the range of all possible transmissible clutch torques and has at least one partial range within which only   a reference value for the adjuster is   ordered at all transmissible clutch torques.   102. Ordering method according to one of the claims   cations 95 to 101, characterized in that, for the calculation   of the transmissible clutch torque, a difference is   between a value of drive torque and the corrective variable and that this difference is increased   a torque value depending on the slip.   103. Ordering method according to one of the claims   cations 95 to 102, characterized in that the increase in the actual clutch torque is limited, in the form of a gradient limitation, because the current value of the transmissible clutch torque is compared each time with a comparison torque value, which is composed of a transmissible clutch torque value   determined beforehand and of a limiting value ad-   ditive, can be fixed, and that, according to the result of this comparison, the smallest torque value   is applied each time beforehand as a new   vale reference value to the adjuster.   104. Control method according to one or more   of the preceding claims, characterized in that   several variables of an internal combustion engine available   installed on the drive side of the transmission system   torque, such as the speed of rotation of the mo-   The angular position of the throttle valve and / or the suction pressure are detected and that the drive torque supplied by the internal combustion engine is determined from these variables by means of   memorized characteristic diagrams.   105. Ordering method according to one of the claims   cations 95 to 99 above, characterized in that any ramifications of the power located between the drive and the torque transmission system   are at least partially and / or at least monitored   intermittent lesson and the measured quantities thus obtained   are used to calculate the driving torque.   actually applied to the drive side of the system torque transmission teme.   106. Ordering method according to one of the claims   cations 95 to 99 above, characterized in that a   part of the drive torque, corresponding to a coefficient   proportionality factor, is used each time to calculate the transmissible clutch torque and this proportionality coefficient is determined each time   using stored characteristic diagrams.   107. Ordering method according to one of the claims   previous cations, characterized in that, in the case of torque transmission systems without branching of the power, such branching is simulated by   a subordinate control program.   108. Ordering method according to one of the claims * previous cations, characterized in that several measurable disturbing quantities, such as for example   temperatures and / or rotational speeds in particular   culier, are detected and at least partially compensated   ment by an adaptation of parameter (s) and / or an adaptation tion of the system.   109. Ordering method according to one of the claims   previous cations, characterized in that disturbing quantities measurable indirectly from the control process, such as, in particular, the aging and dispersion of different parts of the torque transmission system, are detected because some variables of the transmission system couple   are monitored and that based on that monitoring   launches, the parameters actually disturbed are   damaged and corrected and / or only sources of virtual disturbances likely to be switched on, under the   form of program modules, are used to corri-   manage and / or compensate for the influence of disturbing quantities trices.   110. Ordering method according to one of the claims   previous cations, characterized in that a first en-   clutch engagement is only possible   after verification of user legitimation.   111. Ordering method according to one of the claims   previous cations, characterized in that a visual   user is ordered, depending on the status of the   process taking place according to the ordering process,   deny that a change of maneuver recommendation   speed is provided to the user.   112. Control method according to one or more   of the preceding claims, characterized in that   stop phases, in particular of a vehicle, are detected   monitored by significant quantities relating to the operation, such as the position of the accelerator and / or a control linkage and / or the number of revolutions indicated by the tachometer and, in the event of exceeding a duration defined, the motor unit is   stopped as well as restarted if necessary.   113. Ordering method according to one or more   of the preceding claims, characterized in that   operating phases of the torque transmission system under minimum or no load are detected as idle phases, the clutch is open or disengaged within these idle phases   and, after the end of an idling phase, the em-   clutch is closed or re-engaged.   114. Application of the ordering process according to   one or more of the preceding claims for   hold a supporting anti-lock system, characterized in that the clutch is completely disengaged when entering anti-lock system action.   115. Application of the ordering process according to   one or more of the preceding claims for   hold a traction control regulation, characterized in that the adjusting member is controlled, within ranges of   determined operation, according to indications provided   negated by the traction control regulation.   116. Torque transmission system for transmitting torques from one drive side to one side   output, with provision of an internal combustion engine   dull on the drive side and arrangement of a gear change on the output side, characterized in that the system   of torque transmission includes a clutch, a gold-   adjustment gane and control device.   117. Torque transmission system for trans-   putting torques on a drive side to an output side, a torque transmission system which is arranged in the force transmission path on the output side of a power unit, such as an internal combustion engine, as well that in the path of transmission of the forces of a device with ratio of   variable transmission, upstream or downstream of this device   tif, characterized in that it comprises a clutch and / or   a torque converter with a bypass clutch   tion or bypass and / or a starting clutch and / or a   reversing clutch and / or a safety clutch   curity limiting the transmissible torque, a glage and a control unit.   118. Torque transmission system according to   claim 116 or 117, characterized in that the em- clutch adjusts automatically.   119. Torque transmission system according to   claim 116 or 117, characterized in that the em-   clutch automatically takes up wear friction linings.   120. Torque transmission system according to a   of claims 116 to 119, characterized in that, for   the transmission of torque from a drive side to a   output side, the torque transmission system   carries a clutch, an adjusting member and a control apparatus, the clutch being operatively connected to the adjusting member by a hydraulic pipe containing a receiving cylinder coordinated with the clutch and the adjusting member being controlled by the control unit. 121. Torque transmission system according to a   of claims 116 to 119, characterized in that, for   the transmission of torques from the drive side to the outlet side, with the provision of a heat engine on the drive side and a gear change on the outlet side,   the coupling transmission system comprising an em-   clutch, an adjuster and a control device,   the clutch is functionally connected to the re-   sliding by a hydraulic pipe which contains a slave cylinder coordinated with the clutch and the   adjustment is controlled by the control unit.   122. Torque transmission system according to au   at least one of claims 116 to 121, characterized in   that the adjusting member comprises an electric motor which acts by means of an eccentric on a cylinder   hydraulic transmitter connected to the hydrau-   linked to the clutch, and that a clutch stroke sensor is disposed in the housing of the setting.   123. Torque transmission system according to   claim 122, characterized in that the electric motor   plate, the eccentric, the master cylinder, the clutch stroke sensor and the control and power electronics required are arranged inside a housing of the adjusting member.   124. Torque transmission system according to   claim 123, characterized in that the axes of the mo-   electric torch and the emitting cylinder are parallel.   125. Torque transmission system according to claim 124, characterized in that the axes of the electric motor and of the emitting cylinder are arranged, parallel to each other, in two different planes and that this motor and this cylinder are in functional connection by through the eccentric.   126. Torque transmission system according to claim 124, characterized in that the axis of the motor is parallel to a plane defined essentially by the   control and power electronics board.   127. Torque transmission system according to a   claims 124 to 126, characterized in that a   spring is arranged concentrically with the cylinder axis   transmitter in the housing of the adjuster.   128. Torque transmission system according to a   claims 124 to 126, characterized in that a   spring is arranged concentrically with the cylinder axis   emitter in the body of this cylinder.   129. Torque transmission system according to   claim 127 or 128, characterized in that the res-   sort has a flexibility characteristic granted   so that the maximum forces to be exerted by the mo-   electric torch to disengage and engage the clutch are approximately equal in the direction of   traction and in the direction of compression (thrust).   130. Torque transmission system according to   claim 129, characterized in that the characteris-   spring flexibility tick is designed so that the resulting shape of the forces acting on the clutch   be linearized on declutching and clutch engagement.   131. Torque transmission system according to a   of claims 116 to 130, characterized in that the   electric motor acts by an output shaft of the motor and by means of an endless screw on a segment wheel, which is functionally connected to the piston of the master cylinder, by means of a piston rod, so that tensile forces and   compression or thrust forces are transmitted- sibles.   132. Torque transmission system according to claim 131, characterized in that the worm   and the segment wheel form a self-locking mechanism.   133. Monitoring method for a torque transmission system with a manually controlled gear change, characterized in that it comprises the detection, by means of a sensor system, of positions   interest of a change of life control lever   tesse and a drive torque provided by a drive unit provided on the drive side, the recording of   each time at least one control lever signal   respondent and at least one comparison signal, the re-   knowledge of different possible characteristics of the appearance of these signals and their identification as a   intention to perform a change of life maneuver   tesse, as well as the subsequent issuance of a signal for an intention to change maneuver to a   clutch control provided later.   134. Monitoring method for a monitoring system   torque transmission according to claim 133, charac-   terified in that at least one signal of the control lever signal is used for the recognition of the   gear or speed concerned, and the information thus obtained   is used to identify an intention to change- is lying.   135. Monitoring method for a torque transmission system according to claim 133 and / or 134, characterized in that a control lever signal and a comparison signal are operated so that crossing points of the gaits of these signals are recognized and a change intention signal is then issued to a clutch control system planned downstream.   136. Monitoring method for a monitoring system   torque transmission according to one of claims 133 to   , characterized in that the gear change pre-   feels a selection path between the sliders and a control path inside the sliders, the determination of the position of interest of the control lever comprising the detection of the control path and / or the selection path.   137. Monitoring method for a monitoring system   torque transmission according to one of claims 133 to   136, characterized in that the comparison signal is   determined or formed from the lever signal   command, the control lever signal being filtered, the filtered signal thus obtained being increased or decreased   a constant value and a proportional shift signal   tional to the instantaneous drive torque, and the sum signal thus obtained being used as a comparison signal. 138. Monitoring method for a monitoring system   torque transmission according to at least one of the claims   tions 133 to 137, characterized in that as soon as a crossing point is detected during operation of the two   signal patterns formed by the lever signal   order and the comparison signal, a change intention counter is brought to a defined and advanced value according to a computer clock, and that a change intention signal is transmitted to a control system of clutch provided as a result when   the change intention counter has reached a value   their count defined, the advancement of this counter can   be stopped by a control signal.   139. Monitoring method for a torque transmission system according to claim 137 and / or   138, characterized in that the lever signal   request can be filtered for signal formation   filtered, with an adjustable delay time.   140. Monitoring method for a torque transmission system according to claim 137 and / or   138, characterized in that the lever signal   can be processed for signal formation   filtered, by a filter having a PT1 behavior.   141. Monitoring method for a monitoring system   torque transmission according to one of claims 133 to   , characterized in that the lever signal   command is monitored and a change of commute route   control within a defined partial area of the path of the control lever is operated, each time within a measurement period which can be fixed, so that in the event of a decrease below d '' a control path change threshold, threshold which can be set, a signal of intention to change either   transmitted to devices provided below.   142. Monitoring method for a monitoring system   torque transmission according to claim 141, charac-   in that the measurement period is fixed   deny that it is always significantly longer than a   half-oscillation period of the control lever not ma- worked during the walk.   143. Monitoring method for a torque transmission system according to claim 141 and / or   claim 142, characterized in that the area between   defined part of the path of the control lever is outside the path areas of this lever within which the non-operated control lever moves during the walk.   144. Monitoring method for a monitoring system   torque transmission according to one of claims 141 to   143, characterized in that the duration of the measurement period   sure is set according to the formation of a value   average of the oscillation period of the control lever order.   145. Monitoring method for a monitoring system   torque transmission according to claim 144, charac-   terized in that it includes the detection of a possible free oscillation of the control lever during walking or to know if this lever has a changed oscillation behavior compared to a free oscillation, in particular because the hand is placed on him, and that the formation of the average value to determine the duration of the measurement period is carried out according to the results of this monitoring. 146. Monitoring method for a monitoring system   torque transmission according to one of claims 141 to   above, characterized in that the direction of movement of the control lever is determined and, if this direction of movement is reversed, a signal   control is issued to the exchange intentions counter-   ment and / or a signal of intention to change, the issue is canceled.   147. Ordering method according to one of the claims   cations 127 to 132 above, characterized in that the   constant value for the formation of the comparison signal   sound is chosen according to the amplitude of oscillation,   typical in operation, the control lever not ma-   new torque transmission system.   148. Control method according to claim 139, characterized in that the delay time with which the filtered signal is formed, is granted to the oscillation frequency of the control lever which is not operated during walking.   149. Control method for a   torque transmission according to one of claims 133 to   previous, characterized in that the charge at the-   which is subject the drive is monitored and that, in case of exceeding a load that can be fixed, a control signal is transmitted to the intention counter of change.   150. Control method for a system of   torque transmission according to claim 137, charac-   in that the shift signal is established as a function of the instantaneous angular position of the butterfly   gases from a heat engine used as a mo-   trice. 151. Control method for a   torque transmission according to one of claims 133 to   , characterized in that the control path and the selection path of the control lever are detected each by a potentiometer.   152. Method for controlling a transmission system   torque mission comprising a device for commanding or controlling the torque transmission system, which system is arranged on the power transmission path of a power unit, downstream of this unit, and   on the path of transmission of the forces of a device   tif with variable transmission ratio, upstream or   downstream of this device, which is provided with a means of   bearing which transmits a torque from a first means to a   second means, the first means being functionally linked   with a gearshift input shaft and the second means being in functional connection with a   gearshift output shaft, the means of   bearing being frictionally connected to the first and the second   cond medium by pressing or tension, the pressing or tension of the winding means being controlled or controlled according to the operating point, characterized   in that the torque transmission system is   mandated with torque control, the transmitted torque   sible being sized, at each operating point   so that the winding means of the device   with variable transmission ratio cannot start to skate.   153. The method of claim 152, charac-   terized in that the pressing or tensioning of the means of   bearing is determined and adjusted, at each operating point, according to the engine torque applied and / or the ramification of power for additional consumers, as well as an additional safety margin, the torque transmissible by the transmission system torque being controlled according to the operating point and the torque transmissible by this system causing, in the event of torque fluctuations, a slip of the torque transmission system before the slip limit of the   winding means is not reached.   154. Method according to claim 152 or 153, characterized in that the slip limit of the torque transmission system is lower, or is controlled to be lower, at each operating point,   at the slip limit of the winding means of the dispo-   variable transmission ratio.   155. Method according to one of claims 152 to   154, characterized in that the torque transmission system, by its slip limit depending on the operating point, isolates and / or dampens, on the drive side and / or the output side, fluctuations and jolts of the   torque, and protects the winding means against damage swim.   156. Method according to claims 152 to 154,   characterized in that the pressing or tensioning of the means   winding takes place according to the operating point   in addition to the torque applied,   qué, a safety reserve which, due to the control of the transmissible torque by the torque transmission system, can be approached and / or adapted to this transmissible torque. * 157. A method according to claim 156, charac-   terized in that the safety reserve in pressing or tension is as low as possible due to the protection against slippage provided by the system torque transmission.   158. Method according to at least one of the claims   tions 152 to 157, characterized in that the torque transmission system slips or slips briefly when of torque peaks.   159. Device for implementing the program   assigned according to at least one of claims 152 to 158,   characterized in that the transmission ratio device   variable sion is a continuously variable speed change.   160. Device according to claim 159, ca-   characterized in that the transmission ratio device   variable sion is a variable speed change   continuous belt or chain type and co-pulleys picnics.   161. Device according to at least one of the claims   cations 159 and 160, characterized in that the torque transmission system is a friction clutch, a bypass clutch or a converter clutch   torque, a reverse gear clutch or a safety clutch.   162. Device according to claim 161, ca-   characterized in that the clutch is of the working type dry or wet type.   163. Device according to claim 159, ca-   characterized in that it includes an adjustment member for controlling or controlling the transmissible torque, member   which is itself electrically and / or hy-   hydraulic and / or mechanical and / or pneumatic, or by a   combination of these control channels.   164. Device, in particular according to one of the   previous claims, characterized in that it is   equipped with at least one sensor for detecting a wheel rotation speed and means for detecting the gear ratio engaged in a speed change, a central computing unit processing the signals from the sensor (s) and calculating the speed input rotation gear switch.   165. Device according to claim 164, ca-   characterized in that an average is established of the detected wheel rotational speeds, and the rotational speed   gear change input is determined or cal-   abutment, from the signal thus obtained and representing the average of the wheel rotation speed (s), by means of the transmission ratio of the speed change   and other reports in the transmission.   166. Device according to claim 164 or, characterized in that one to four, but preferably 2 or 4 sensors are installed to detect speeds wheel rotation.   167. Device according to one of claims   164 to 166, characterized in that the sensors for the   tection of wheel rotation speeds are in communication link of signals with an anti-lock system   or are part of this anti-lock system.